Method and system for generating a map for a flight of an unmanned aerial vehicle

ABSTRACT

A method and a system for establishing a route of an unmanned aerial vehicle are provided. The method includes identifying an object from surface scanning data and shaping a space, which facilitates autonomous flight, as a layer, collecting surface image data for a flight path from the shaped layer, and analyzing a change in image resolution according to a distance from the object through the collected surface image data and extracting an altitude value on a flight route.

CROSS-REFERENCE TO RELATED APPLICATIONS

This patent application is a continuation of U.S. patent applicationSer. No. 16/107,924 filed on Aug. 21, 2018 which is a continuation ofU.S. patent application Ser. No. 15/443,514 filed on Feb. 27, 2017 whichclaims priority under 35 U.S.C. § 119 to Korean Patent Application No.10-2016-0024523 filed Feb. 29, 2016 and Korean Patent Application No.10-2017-0011772 filed Jan. 25, 2017, in the Korean Intellectual PropertyOffice, each of which is incorporated by reference in its entirety.

BACKGROUND

Embodiments of the inventive concepts described herein relate to amethod and system for establishing a route of an unmanned aerialvehicle, and more particularly, relate to a method and system forestablishing a route of an unmanned aerial vehicle to provide anautonomous flight route of an invisible area.

Unmanned aerial vehicles such as drones have performed ill-judged flighton free flight zones of a minimum flight altitude or less (a minimumaltitude or less for avoiding collision with obstacles on the earth'ssurface) of manned aerial vehicles. As a result, recently, the necessityof regulation associated with safety and security about flight ofunmanned aerial vehicles, such as collisions between passenger aircraftsand drones, accidents according to the violation of military securityareas, and collisions between manned firefighting helicopters andunmanned imaging devices, have become an issue. Thus, regulation methodsfor the protection of no-fly zones and safe distance maintenance(horizontal separation and vertical separation) between aerial vehicleson airspaces of a minimum flight altitude or less have been reviewed ininternational civil aviation organization (ICAO).

Current safety regulation of unmanned aerial vehicles describes thatpilots who have qualifications operate their unmanned aerial vehicles ina range which may be visually inspected by them, that is, on visibleareas. However, if unmanned aerial vehicles are used in denselypopulated areas and areas for disaster prevention and crime prevention,there is a need for situation control for invisible areas (e.g., night,fog, smoke, shadow (blind areas) of downtown areas, and the like) andrecognition impossible areas (e.g., military security areas, airportareas, and the like).

Particularly, in case of unmanned aerial vehicles, there are technicallimits to use cognitive capabilities by five senses of pilots. Contraryto manned aerial vehicles, unmanned aerial vehicle may have therelatively higher risk of accidents based on situational awarenessproblems. These problems are reflected in details of current safetyregulation. However, if industrial demands and complexity for usingunmanned aerial vehicles are increased, safety of autonomous flight forflight of invisible areas of pilots should be first ensured and verifiedsystematically.

Korean Patent Laid-open Publication No. 10-2013-0002492 describestechnologies about a flight control system of an unmanned aerialvehicle.

SUMMARY

Embodiments of the inventive concepts provide a method and system forestablishing a route of an unmanned aerial vehicle, particularly,technologies about a method and system for establishing a route of anunmanned aerial vehicle to provide an autonomous flight route of aninvisible area.

Embodiments of the inventive concepts provide a method and system forestablishing a route of an unmanned aerial vehicle to establish a safeautonomous flight route of the unmanned aerial vehicle by extractingheight information of an elevation and an obstacle using scanning data,analyzing a change in image resolution of surface image data, andcorrecting calibration verification and a value measured by a radioaltitude sensor of the unmanned aerial vehicle using extracted heightinformation of a ground object.

According to an aspect of an embodiment, a method for establishing aroute of an unmanned aerial vehicle may include identifying an objectfrom surface scanning data and shaping a space, which facilitatesautonomous flight of the unmanned aerial vehicle, as a layer, collectingsurface image data for a flight path from the shaped layer, andanalyzing a change in image resolution according to a distance from theobject through the collected surface image data and extracting analtitude value on a flight route.

The method may further include correcting a value measured by a radioaltitude sensor of the unmanned aerial vehicle through routeverification from the extracted altitude value.

The shaping of the space, which facilitates the autonomous flight, asthe layer may include obtaining a point cloud of the object scanned by asurface scanning device loaded into an aircraft which captures theearth's surface, identifying the object by analyzing the collected pointcloud, extracting height values of specific points of the objectidentified using terrain altitude data, and shaping an area andaltitude, which facilitates autonomous flight of the unmanned aerialvehicle, as the layer on a space by connecting the extracted heightvalues of the points of the object.

The obtaining of the point cloud may include obtaining the point cloudof the object onto which a light detection and ranging (LiDAR) pulse isprojected via a LiDAR device loaded into the aircraft which captures theearth's surface.

The shaping of the space, which facilitates the autonomous flight, asthe layer may include generating a plurality of two-dimensional (2D)layers on the space.

The collecting of the surface image data may include obtaining thesurface image data via an imaging device in which a calibration value isset at an altitude, the imaging device being loaded into an aircraftwhich captures the earth's surface.

The collecting of the surface image data may include verifying spatialgeographic information and scanning a safe path for flight andgenerating a flight path by reflecting the safe path, and collecting thesurface image data for the flight path.

The collecting of the surface image data may include setting a flightaltitude restriction value and verifying a value measured by a radioaltitude sensor through an object which facilitates verification of aflight altitude restriction height.

The collecting of the surface image data may include verifyingcalibration information of an imaging device and verifying flightinformation recorded in a flight data recorder (FDR) loaded into theunmanned aerial vehicle.

The extracting of the altitude value on the flight route may includematching at least one of coordinate, altitude, attitude, and timeinformation from an FDR loaded into the unmanned aerial vehicle with thesurface image data and calculating the altitude value on the flightroute through distortion correction of an image and the analysis of thechange in image resolution with reference to calibration information ofthe imaging device.

The correcting of the value measured by the radio altitude sensor mayinclude extracting an altitude value from an object which exists on aroute, substituting the altitude value into a route coordinate of theunmanned aerial vehicle at a constant interval, and if the unmannedaerial vehicle arrives at the route coordinate, recognizing a resolutionheight of an image corresponding to a coordinate which is in contactwith the object and correcting the value measured by the radio altitudesensor of the unmanned aerial vehicle based on the resolution height.

The correction of the value measured by the radio altitude sensor maysupport an offline image processing scheme to minimize a risk to acommunication and fuselage infrastructure environment upon autonomousflight

The correcting of the value measured by the radio altitude sensor mayinclude repeatedly collecting the surface image data through autonomousflight of the unmanned aerial vehicle and generating or verifying a newroute by reflecting the collected surface image data in route control,ground control, and route map data through an analysis of a change inresolution.

According to another aspect of an embodiment, a system for establishinga route of an unmanned aerial vehicle may include a layer shaping unitconfigured to identify an object from surface scanning data and shape aspace, which facilitates autonomous flight of the unmanned aerialvehicle, as a layer, a data collecting unit configured to collectsurface image data for a flight path from the shaped layer, and analtitude calculating unit configured to analyze a change in imageresolution according to a distance from the object through the collectedsurface image data and extract an altitude value of a flight routecoordinate.

The system may further include a verification unit configured to correcta value measured by a radio altitude sensor of the unmanned aerialvehicle through route verification from the extracted altitude value.

The layer shaping unit may include a collection unit configured toobtain a point cloud of the object scanned by a surface scanning deviceloaded into an aircraft which captures the earth's surface, anidentification unit configured to identify the object by analyzing thecollected point cloud, an extraction unit configured to extract heightvalues of specific points of the object identified using terrainaltitude data, and a layer unit configured to shape an area andaltitude, which facilitates autonomous flight of the unmanned aerialvehicle, as the layer on a space by connecting the extracted heightvalues of the points of the object.

The data collecting unit may verify spatial geographic information andscans a safe path for flight, may generate a flight path by reflectingthe safe path and collects the surface image data for the flight path,and may obtain the surface image data via an imaging device in which acalibration value is set at an altitude, the imaging device being loadedinto an aircraft which captures the earth's surface.

The data collecting unit may set a flight altitude restriction value andmay verify a value measured by a radio altitude sensor through an objectwhich facilitates verification of a flight altitude restriction height.

The data collecting unit may verify calibration information of animaging device and may verify flight information recorded in a flightdata recorder (FDR) loaded into the unmanned aerial vehicle. Thealtitude calculating unit may match at least one of coordinate,altitude, attitude, and time information from the FDR loaded into theunmanned aerial vehicle with the surface image data and may calculate analtitude value on the flight route through distortion correction of animage and the analysis of the change in image resolution with referenceto calibration information of the imaging device.

The verification unit may extract an altitude value from an object whichexists on a route, may substitute the altitude value into a routecoordinate of the unmanned aerial vehicle at a constant interval, and ifthe unmanned aerial vehicle arrives at the route coordinate, mayrecognize a resolution height of an image corresponding to a coordinatewhich is in contact with the object and corrects the value measured bythe radio altitude sensor of the unmanned aerial vehicle based on theresolution height.

The verification unit may repeatedly collect the surface image datathrough autonomous flight of the unmanned aerial vehicle and maygenerate or verifies a new route by reflecting the collected surfaceimage data in route control, ground control, and route map data throughan analysis of a change in resolution.

According to another aspect of an embodiment, a method for establishinga route of an unmanned aerial vehicle may include identifying an objectfrom surface scanning data and shaping a space, which facilitatesautonomous flight of the unmanned aerial vehicle, as a layer,determining way points for generating a route of the unmanned aerialvehicle on the shaped layer, collecting surface image data for the waypoints from the shaped layer, analyzing a change in image resolutionaccording to a distance from the object through the collected surfaceimage data and extracting altitude values on the way points, andgenerating flight path information of the unmanned aerial vehicle,including at least one of the shaped layer, the way points, the altitudevalues, and a flight path which is a line of connecting the way points.

Each of the way points may indicate a point of a ground object whichexists on the earth's surface of a point where the unmanned aerialvehicle performs autonomous flight on the layer or may indicate alocation where the unmanned aerial vehicle performs a mission.

The generating of the flight path information of the unmanned aerialvehicle may include, if it is necessary for the unmanned aerial vehicleto move from a departure layer which is an initially assigned layer toanother layer, determining an arrival layer to which the unmanned aerialvehicle will move and generating layer movement information for movingfrom the departure layer to the arrival layer.

The layer movement information may include at least one of a layerchangeable zone, including a way point zone for changing a layer in aroute for autonomous flight of the unmanned aerial vehicle, a layermovement time, a change zone entry time, and a change zone entry angle.

BRIEF DESCRIPTION OF THE FIGURES

The above and other objects and features will become apparent from thefollowing description with reference to the following figures, whereinlike reference numerals refer to like parts throughout the variousfigures unless otherwise specified, and wherein:

FIG. 1 is a drawing illustrating a limit to a flight altitude foroperating an unmanned aerial vehicle;

FIG. 2 is a block diagram illustrating a configuration of a sensor unitof an unmanned aerial vehicle according to an embodiment;

FIG. 3 is a flowchart illustrating a method for making a map for flightof an unmanned aerial vehicle according to an embodiment;

FIG. 4 is a block diagram illustrating a system for making a map forflight of an unmanned aerial vehicle according to an embodiment;

FIGS. 5 and 6 are flowcharts illustrating a method for establishing aroute of an unmanned aerial vehicle according to an embodiment;

FIG. 7 is a block diagram illustrating a system for establishing a routeof an unmanned aerial vehicle according to an embodiment;

FIGS. 8, 9, and 10 are drawings illustrating shaping an autonomousflight space from surface scanning and image capture data according toan embodiment;

FIG. 11 is a drawing illustrating matching of geographic spatial dataaccording to an embodiment;

FIGS. 12A and 12B are drawings illustrating a method for making a mapthrough matching of geographic spatial data according to an embodiment;

FIG. 13 is a drawing illustrating collection of a point cloud throughlaser scanning according to an embodiment;

FIGS. 14A, 14B, 14C, and 14D are drawings illustrating a layer having aspecific height on a three-dimensional (3D) space according to anembodiment;

FIGS. 15A and 15B are drawings illustrating a change in resolution of animage based on a distance from an object according to an embodiment;

FIGS. 16, 17, 18, and 19 are drawings illustrating a flight control andground control process through image recognition and processing of anunmanned aerial vehicle according to an embodiment;

FIG. 20 is a drawing illustrating a simulation of an established routeaccording to an embodiment;

FIG. 21 is a drawing illustrating a fuselage recognition and routecontrol shape according to an embodiment;

FIGS. 22A and 22B are drawings illustrating a process of extracting aheight of a specific point from an object scanned by a light detectionand ranging (LiDAR) device according to an embodiment;

FIG. 23 is a drawing illustrating a digital surface model (DSM) and adigital terrain relief model (DTM) used in an embodiment;

FIG. 24 is a drawing illustrating a method for setting a way point of aground object according to an embodiment;

FIG. 25 is a drawing illustrating a process of adding a way point in away point effective zone of a ground object according to an embodiment;

FIG. 26 is a flowchart illustrating an operation of an unmanned aerialvehicle according to an embodiment;

FIG. 27 is a flowchart illustrating an operation of an unmanned aerialvehicle according to another embodiment;

FIG. 28 is a flowchart illustrating an operation method of a routeestablishment system and a control system for autonomous flight of anunmanned aerial vehicle according to an embodiment;

FIG. 29 is a drawing illustrating maintenance of a flight altitudewithin a layer range using a resolution height for a ground object ifthe ground object exists while an unmanned aerial vehicle flies along apredetermined route, according to an embodiment;

FIG. 30 is a block diagram illustrating a configuration of an unmannedaerial vehicle according to another embodiment;

FIG. 31 is a flowchart illustrating an operation method of an unmannedaerial vehicle operation system according to another embodiment;

FIG. 32 is a flowchart illustrating an operation method of an unmannedaerial vehicle operation system according to another embodiment;

FIG. 33 is a flowchart illustrating an operation method of an unmannedaerial vehicle of an operation system according to another embodiment;

FIG. 34 is a flowchart illustrating an operation of an unmanned aerialvehicle according to another embodiment;

FIG. 35 is a flowchart illustrating an unmanned aerial vehicle controlmethod of a control system according to another embodiment;

FIG. 36 is a flowchart illustrating an unmanned aerial vehicle operationmethod of an operation system according to another embodiment;

FIG. 37 is a block diagram illustrating a configuration of an unmannedaerial vehicle according to another embodiment;

FIG. 38 is a block diagram illustrating an unmanned aerial vehicle, anoperation system, and a control system according to another embodiment;

FIG. 39 is a flowchart illustrating a method for generating flight pathinformation of an unmanned aerial vehicle for inter-layer autonomousflight of the unmanned aerial vehicle according to an embodiment;

FIG. 40 is a flowchart illustrating a method for generating flight pathinformation of an unmanned aerial vehicle for inter-layer autonomousflight of the unmanned aerial vehicle according to another embodiment;

FIG. 41 is a block diagram illustrating a configuration of an unmannedaerial vehicle route establishment system for establishing a route forinter-layer movement of an unmanned aerial vehicle according to anotherembodiment;

FIG. 42 is a flowchart illustrating an operation method of an unmannedaerial vehicle for movement between layers according to an embodiment;

FIG. 43 is a block diagram illustrating a configuration of a routeestablishment system for establishing a route of an unmanned aerialvehicle for movement between layers according to another embodiment;

FIG. 44 is a drawing illustrating a process of performing autonomousflight between layers at an unmanned aerial vehicle according to anembodiment;

FIG. 45 is a drawing illustrating a layer changeable zone set such thatan unmanned aerial vehicle moves between layers according to anembodiment;

FIG. 46 is a vertical sectional view illustrating a procedure where anunmanned aerial vehicle moves between layers according to an embodiment;

FIG. 47 is a drawing illustrating a procedure where an unmanned aerialvehicle moves between layers according to another embodiment;

FIG. 48 is a drawing illustrating a procedure where an unmanned aerialvehicle moves between layers according to another embodiment;

FIG. 49 is a signal sequence diagram illustrating a method of anunmanned aerial vehicle and a control system for layer movement of theunmanned aerial vehicle according to another embodiment;

FIG. 50 is a flowchart illustrating a method for controlling an unmannedaerial vehicle according to an embodiment;

FIG. 51 is a block diagram illustrating a configuration of an unmannedaerial vehicle control system according to an embodiment; and

FIG. 52 is a block diagram illustrating a configuration of an unmannedaerial vehicle control system according to another embodiment.

DETAILED DESCRIPTION

Hereinafter, embodiments will be described in detail with reference tothe accompanying drawings. Embodiments described herein are intended tocover various modifications, and the scope of the inventive concept isnot limited to embodiments described below. Further, various embodimentsare provided to more perfectly explain the inventive concept to thoseskilled in the art. In the drawings, shapes and sizes of elements may beexaggerated for more clear description.

FIG. 1 is a drawing illustrating a limit to a flight altitude foroperating an unmanned aerial vehicle.

Depending on a drone highway idea by an unmanned aerial system trafficmanagement (UASTM) plane of national aeronautics and spaceadministration (NASA), the drone highway is an ideal about drone usage(e.g., a delivery service) and drone control (e.g., system establishmentfor obtaining safety such as collision avoidance), in which about 120related institutions and enterprises of the United States, such asAmazon, Google, NASA, and federal aviation administration (FAA).

A no-fly zone 110 is formed in the range from 400 feet to 500 feet inrural, subrural, and urban areas, but all altitude ranges aroundairports are included in no-fly zones due to takeoff and landing ofmanned vehicles. An unmanned aerial vehicle according to an embodimentis prohibited to fly on no-fly zones, it may fail to fly to 400 feet ormore in case of rural, subrural, and urban areas. A high-speed transitzone 120 and a low-speed localized traffic zone 130 may be classifiedbased on missions performed by unmanned aerial vehicles. For example, acompany, such as Amazon, for providing distribution services may use therange of the high-speed transit zone 120 for a quick delivery serviceand may use the range of the low-speed localized traffic zone 130 foragriculture, facility inspection, or image capture.

In embodiments below, vertical separation for each range may be shapedinto the concept of “layer”. The high-speed transit zone 120 and thelow-speed localized traffic zone 130 may be simply classified bycharacteristics of missions of unmanned aerial vehicles (missions ofdelivering goods at high speed or missions of scanning facilities slowlyat low speed). More layers may be generated to reflect characteristicsof missions performed by more various unmanned aerial vehicles.

Autonomous flight of an unmanned aerial vehicle may additionally requestinformation of an altitude Z other than a location coordinate (X, Y).Autonomous flight technologies of a conventional unmanned aerial vehicleinput an altitude Z value before flight and maintain an altitude Z valuemeasured by a sensor such as an ultrasonic sensor using an echoprinciple of radio waves. For example, a conventional autonomous flightsystem is used for farmers who are unfamiliar with controlling unmannedaerial vehicles to spray pesticides on farmland with a constant heightof the earth's surface. However, to overcome a limit for safetyregulations (operation within a visible range of a pilot) according to achange in industry demand, there is a need for countermeasures for areaswhere it is difficult to keep an altitude Z value constant due to groundobjects and the like. Herein, the ground objects may basically includethe earth's surface and may include features and obstacles which areformed and or connected and established from the ground. Since a radioaltitude sensor operates with a principle of an echo to an object, itmay maintain an altitude Z value relative to the object. In other words,if an altitude Z value of 150 meters is input to an unmanned aerialvehicle to be maintained, an altitude of 150 meters may be continuouslymaintained from an elevation. However, if there is a ground object witha height of 50 meters and a wide area in the middle of routes, a flightaltitude of an unmanned aerial vehicle may be maintained on 200 metersin the range of the corresponding ground object. Flight depending on aradio sensor which measures an altitude using an echo principle ofwavelengths if there is a limit to a flight altitude may consequentlyviolate the limit to the flight altitude for safety regulation.Particularly, as shown in FIG. 1, since the limit to the flight altitudeis safety measures for maintaining a safety distance (verticalseparation) from a minimum flight altitude of a manned vehicle, if it isviolated, there is the risk of airline accidents.

Thus, an absolute altitude Z value (i.e., a limit to a flight altitude)should be maintained from the earth's surface for safe autonomous flightof an unmanned aerial vehicle, and there should be a correction formaintaining an absolute altitude Z value for the ground object in themiddle of a route. Avoidance routes for a ground object which isadjacent to the absolute altitude (Z) value, in which it is difficultfor vertical separation, should be provided.

FIG. 2 is a block diagram illustrating a configuration of a sensor unitof an unmanned aerial vehicle according to an embodiment.

Referring to FIG. 2, a sensor unit 200 of the unmanned aerial vehicleaccording to an embodiment may include an attitude controller 210, afault safe unit 220, and a positioning unit 230. The sensor unit 200 mayfurther include a wireless communication sensor, a sensor for imagecapture, a laser scan sensor, and the like.

The attitude controller 210 may detect a rotation angle of a fuselageand may control attitude of the fuselage. For example, a gyro sensor, ageomagnetic sensor, an accelerator, or the like may be used as theattitude controller 210.

The fault safe unit 220 may be for a flight error. For example, abarometric altimeter (a radio altitude sensor), an ultrasonic meter, aradar meter, a voltage meter, a current meter, or the like may be usedas the fault safe unit 220.

Meanwhile, since the radio altitude sensor operates with a principle ofan echo to an object, it may maintain an altitude Z value relative tothe object. Flight depending on the radio altitude sensor which measuresan altitude using an echo principle of wavelengths if there is a limitto a flight altitude may consequently violate the limit to the flightaltitude for safety regulation. Thus, an absolute altitude Z value(i.e., a limit to a flight altitude) should be maintained from theearth's surface for safe autonomous flight of an unmanned aerialvehicle, and there should be a correction for maintaining an absolutealtitude Z value for a ground object in the middle of a route. Avoidanceroutes for a ground object which is adjacent to the absolute altitude(Z) value, in which it is difficult for vertical separation, should beprovided.

The positioning unit 230 may be a sensor which senses a location of anunmanned aerial vehicle. For example, a global positioning system (GPS)sensor or the like may be used as the positioning unit 230.

Assuming that there is a limit of calculating an altitude Z value if analtitude is measured using the GPS sensor, an error range should bereduced through ambient infrastructures. However, since measurement of aGPS altitude is primarily influenced by a (geometric) arrangement stateof a GPS satellite and is secondarily influenced by ground obstacles andterrain, it is impossible to calculate an altitude Z value or an errormay occur in the same point.

According to an embodiment, to extract an altitude Z value on a routethrough real flight, first of all, a point cloud of an object, extractedby LiDAR scanning necessary for establishing a two-dimensional (2D)layer on a 3D space, may be analyzed.

An initial layer obtained by connecting height values of specific pointsof an object through an analysis of a point cloud extracted from an echoof radio waves or light may fail to exclude an error generated byelectromagnetic interference or distortion (e.g., propagation shadow andthe like) which occurs by materials of the object and an incident angle.Thus, a more safe autonomous flight route may be established throughverification and correction of an extracted value.

FIG. 3 is a flowchart illustrating a method for making a map for flightof an unmanned aerial vehicle according to an embodiment.

Referring to FIG. 3, the method for making the map for the flight of theunmanned aerial vehicle according to an embodiment may include operation310 of identifying an object from surface scanning data and shaping aspace, which facilitates autonomous flight, as a layer and operation 320of establishing an autonomous navigation map for flight of the unmannedaerial vehicle on a space by matching at least one of flight altituderestriction data, a detailed digital map, and route information foravoiding a military protection zone or a no-fly zone to the layer shapedon the space. Herein, the layer may refer to a 2D space shaped byapplying a latitude value (height value) to a 3D space.

Herein, operation 310 of shaping the space, which facilitates autonomousflight, as the layer may include obtaining a point cloud of an objectscanned by a surface scanning device loaded into an aircraft whichcaptures the earth's surface, identifying the object by analyzing thecollected point cloud, extracting height values of specific points ofthe identified object using terrain altitude data, and shaping an areaand altitude, which facilitates the autonomous flight of the unmannedaerial vehicle, as the layer on the space by connecting the extractedheight values of the specific points of the object.

The method for making the map for the flight of the unmanned aerialvehicle according to an embodiment may further include operation 330 ofshaping the autonomous navigation map for the flight of the unmannedaerial vehicle established on the layer as a space map applicable to theunmanned aerial vehicle by synchronizing the autonomous navigation mapwith the unmanned aerial vehicle in safety standards through informationof a GPS or location coordinate correction device.

According to an embodiment, an autonomous flight map of an invisiblearea may be provided to overcome a limit of an operation in a visiblerange of a pilot to an area where it is difficult to keep an altitudevalue constant due to a ground object and the like.

Also, a method and system for making a map for flight of an unmannedaerial vehicle, in which an altitude value is reflected, by shaping anautonomous flight space as a layer from surface scanning and imagecapture data and matching data to the shaped layer may be provided.

According to another aspect, a method for making a map for flight of anunmanned aerial vehicle may include setting a layer having a constantaltitude value from the earth's surface, at which the unmanned aerialvehicle may fly based on a mission to the unmanned aerial vehicle,setting a route of the unmanned aerial vehicle on the set layer, andestablishing an autonomous navigation map including the set layer androute. Herein, the route may be configured with at least two way pointsincluding a location of a ground object which exists on the earth'ssurface of the route. The method for making the map for the flight ofthe unmanned aerial vehicle may further include establishing anautonomous navigation map for each mission based on identificationinformation of the unmanned aerial vehicle. The way point may be pointfor performing a mission assigned to the unmanned aerial vehicle.Therefore, an autonomous flight map of an invisible area may be providedto overcome a limit of an operation in a visible range of a pilot to anarea where it is difficult to keep an altitude value constant due to aground object and the like. Also, a method and system for making a mapfor flight of an unmanned aerial vehicle, in which an altitude value isreflected, by shaping an autonomous flight space as a layer from surfacescanning and image capture data and matching data to the shaped layermay be provided.

A description will be given in detail of each operation of the methodfor making the map for the flight of the unmanned aerial vehicleaccording to an embodiment.

FIG. 4 is a block diagram illustrating a system 400912

for making a map for flight of an unmanned aerial vehicle according toan embodiment. As shown in FIG. 4, the system for making the map for theflight of the unmanned aerial vehicle according to an embodiment mayinclude a layer shaping unit 410, an autonomous navigation map unit 420,and a space map unit 430. The components of the system for making themap for the flight of the unmanned aerial vehicle may be included in aprocessor included in a server.

Such components may be implemented to execute operations 310 to 330included in a method of FIG. 3 through an operating system (OS) and atleast one program code included in a memory.

In operation 310, the layer shaping unit 410 may identify an object fromsurface scanning data and may shape a space, which facilitatesautonomous flight, as a layer. Herein, the layer may be represented as aplane including the concept of height.

The layer shaping unit 410 may generate a plurality of 2D layers on thespace. The 2D layers may be vertically separated.

Herein, the layer shaping unit 410 may include a collection unit, anidentification unit, an extraction unit, and a layer unit.

The collection unit of the layer shaping unit 410 may obtain a pointcloud of an object scanned by a surface scanning device loaded into anaircraft which captures the earth's surface. In this case, thecollection unit of the layer shaping unit 410 may extract a height of aspecific point of a building using the obtained point cloud. Herein, theheight may be the height of the specific point such as a top height ofthe building or a middle height of the building. A description will begiven of a method for extracting a height of a specific point of abuilding from a point cloud of a scanned object according to anembodiment with reference to FIGS. 22A and 22B.

FIGS. 22A and 22B are drawings illustrating a process of extracting aheight of a specific point from an object scanned by a LiDAR deviceaccording to an embodiment. FIG. 22A illustrates an image of a realobject. FIG. 22B illustrates a point cloud of a real object scanned by ascanning device such as LiDAR equipment. In this case, FIG. 22Billustrates a color spectrum 2200 which may refer to a height at eachpoint of the object. According to an embodiment, the collection unit ofthe layer shaping unit 410 may extract the height values of the specificpoints of the scanned object with reference to the color spectrum.

In an embodiment, when extracting the height values of the specificpoints from the scanned object using the point cloud, the collectionunit of the layer shaping unit 410 may use a height spectrum value ofthe color spectrum 2200. However, the LiDAR equipment may scans anobject in a pulse manner of laser light, thus causing dispersion oflight and a problem of recognizing a boundary and a break line based onmaterials of the object. The result of extracting height values of theobject may vary according to an algorithm of a software tool used toanalyze the color spectrum 220. Therefore, in an embodiment, an error inverifying a height of a layer by first flight (e.g., flight of a piloton a visible area) on the layer first set by a point cloud which LiDARdata may be corrected through calibration of an optical imaging device.

For example, the collection unit of the layer shaping unit 410 mayobtain a point cloud of an object onto which a LiDAR pulse is projectedvia a LiDAR device loaded into an aircraft which captures the earth'ssurface.

The identification unit of the layer shaping unit 410 may analyze thepoint cloud collected by the collection unit to identify the object. Inthis case, the identification unit of the layer shaping unit 410 mayrecognize a boundary or a contour of an object on the ground through thepoint cloud and may identify the recognized object as a bridge, abuilding, wires, and the like.

The extraction unit of the layer shaping unit 410 may extract heightvalues of specific points of the object identified by the identificationunit using a digital surface model (DSM) or a digital terrain model(DTM) among terrain altitude data. DSM data and DTM data may be datawhich may be obtained from a government agency (e.g., NationalGeographic Information Institute in Korea) or an aerial survey companywhich establishes a database of geographic information of each country.FIG. 23 is a drawing illustrating a DSM and a DTM used in an embodiment.As shown in FIG. 23, the DSM may be a height value of a ground object,and the DTM may be a height value (elevation) of terrain.

The layer unit of the layer shaping unit 410 may shape an area andaltitude, which facilitates autonomous flight of an unmanned aerialvehicle, as a layer on a space by connecting the height values of thespecific points of the object, extracted from the extraction unit.

A description will be given of a method for identifying such object andshaping an autonomous flight space with reference to FIGS. 8 to 10.

In operation 320, the autonomous navigation map unit 420 may establishan autonomous navigation map for flight of the unmanned aerial vehicleon the space by matching at least one of flight altitude restrictiondata, a detailed digital map, and route information for avoiding amilitary protection zone or a no-fly zone to the layer shaped on thespace.

In operation 330, the space map unit 430 may shape the autonomousnavigation map for the flight of the unmanned aerial vehicle,established on the layer, as a space map applicable to the unmannedaerial vehicle by synchronizing the autonomous navigation map with theunmanned aerial vehicle within safety standards through information of aGPS or location coordinate correction device.

The space map unit 430 may match a GPS coordinate to the autonomousnavigation map for the flight of the unmanned aerial vehicle,established on the layer, and may process an altitude value of an imageof a ground object image from the autonomous navigation map for theflight of the unmanned aerial vehicle, thus correcting an altitudemeasured by a sensor.

In other words, the space map unit 430 may match the GPS coordinate tothe autonomous navigation map for the flight of the unmanned aerialvehicle, established on the layer, may analyze a change in resolution ofa ground object by a set incident angle (or a calibrated incident angleon the earth's surface) of an imaging device (e.g., various loadableoptic-based imaging devices) loaded into the unmanned aerial vehicle,and may match a resolution height value extracted through the analysisof the change in resolution to the GPS coordinate, thus correcting analtitude measurement value of an altitude measuring device which uses anecho principle of ultrasonic waves.

A description will be given in detail of a method for matching thisgeographic spatial data and establishing a map with reference to FIGS.11 to 12B.

A method for making a map for flight of an unmanned aerial vehicle on a3D detailed map may include vertically and separately establishing aplurality of layers on the 3D detailed map and shaping a routeestablished at a vertically separated interval and a symbol indicating acollected way point, established on the layer.

Herein, the vertically and separately establishing of the plurality oflayers may include obtaining a point cloud of an object scanned by asurface scanning device loaded into an aircraft which captures theearth's surface, identifying the object by analyzing the collected pointcloud, extracting height values of specific points of the identifiedobject using terrain altitude data, and shaping an area and altitude,which facilitates autonomous flight of an unmanned aerial vehicle, as alayer by connecting the extracted height values of the specific pointsof the object.

The method for making the map for the flight of the unmanned aerialvehicle on the 3D detailed map according to another embodiment will bedescribed in detail using a system for making a map for flight of anunmanned aerial vehicle on a 3D detailed map according to anotherembodiment. Herein, the system for making the map for the flight of theunmanned aerial vehicle on the 3D detailed map may include a layershaping unit and a route and symbol shaping unit. The components of thesystem for making the map for the flight of the unmanned aerial vehicleon the 3D detailed map may be included in a processor included in aserver.

The layer shaping unit may vertically and separately establish aplurality of layers on the 3D detailed map. In this case, a conventional3D detailed map may be used as the 3D detailed map, or the 3D detailedmap may be made by collected data.

As shown in FIG. 4, the layer shaping unit may include a collectionunit, an identification unit, an extraction unit, and a layer unit.

The collection unit of the layer shaping unit may obtain a point cloudof an object scanned by a surface scanning device loaded into anaircraft which captures the earth's surface. For example, the collectionunit of the layer shaping unit may obtain a point cloud of an objectonto which a LiDAR pulse is projected by a LiDAR device loaded into theaircraft which captures the earth's surface.

The identification unit of the layer shaping unit may analyze the pointcloud collected by the collection unit to identify the object.

The extraction unit of the layer shaping unit may extract height valuesof specific points of the object identified by the identification unitusing a DSM or a DTM among terrain altitude data.

The layer unit of the layer shaping unit may shape an area and altitude,which facilitates autonomous flight of an unmanned aerial vehicle, as alayer on a space by connecting the height values of the specific pointsof the object, extracted by the extraction unit.

Herein, the layer may include at least one of an established altitude, amission which may be performed, and fuselage specifications.

A symbol of a route established on the layer may include a locationcoordinate and an altitude value of an image on a layer for thecorresponding coordinate. The altitude value of the image may be a valuein which a value measured by a sensor which measures an altitude shouldbe corrected to maintain an altitude established on a layer while anunmanned aerial vehicle performs autonomous flight.

FIGS. 5 and 6 are flowcharts illustrating a method for establishing aroute of an unmanned aerial vehicle according to an embodiment.

Referring to FIGS. 5 and 6, the method for establishing the route of theunmanned aerial vehicle according to an embodiment may include anoperation 510 of identifying an object from a surface scanning data andshaping a space, which facilitates autonomous flight, as a layer, anoperation 520 of collecting surface image data for a flight route fromthe shaped layer, and an operation 530 of analyzing a change in imageresolution based on a distance between a camera which scans the earth'ssurface and an object through the collected surface image data andextracting an altitude value on a flight route. Herein, the distancebetween the camera and object may be calculated through internalparameter values and external parameter values of the camera, verifiedthrough calibration of the camera. Also, since it is assumed that alocation and direction of the camera when an image of a ground object iscaptured is known in an embodiment of the inventive concept, thedistance between the camera and the object may be calculated byconsidering the above-mentioned parameters of the camera.

Also, the camera may include another replaceable device which mayrecognize and record a change in resolution of an object with respect toa calibration parameter value as well as a general optic camera having astructure including a light condensing part, a light condensingadjusting part, and an imaging part.

Herein, operation 510 of shaping the space, which facilitates theautonomous flight, as the layer may include operation 511 of obtaining apoint cloud of an object scanned by a surface scanning device loadedinto an aircraft which captures the earth's surface, operation 512 ofidentifying the object by analyzing the obtained point cloud, operation513 of extracting height values of specific points of the identifiedobject using terrain altitude data, and operation 514 of shaping an areaand altitude, which facilitates autonomous flight of an unmanned aerialvehicle, as a layer on a space.

Further, the method for establishing the route of the unmanned aerialvehicle according to an embodiment may further include operation 540 ofcorrecting a value measured by a radio altitude sensor through routeverification from the extracted altitude value.

According to an embodiment, an autonomous flight route of an invisiblearea may be provided to overcome a limit of an operation in a visiblerange of a pilot to an area where it is difficult to keep an altitudevalue constant due to a ground object and the like.

Also, a method and system for establishing a route of an unmanned aerialvehicle to establish a safe autonomous flight route of the unmannedaerial vehicle by extracting height information of an elevation and anobstacle and analyzing a change in image resolution of surface imagedata, and correcting calibration verification and a value measured by aradio altitude sensor of the unmanned aerial vehicle using extractedheight information of a ground object may be provided.

The calibration verification according to an embodiment may includeverification about whether a distance between a camera lens loaded intoan unmanned aerial vehicle and an object and a focus on the object arecorrect. The correcting of the value measured by the radio altitudesensor of the unmanned aerial vehicle may include correcting an errorrange of the radio altitude sensor using a change value in imageresolution.

In an embodiment, the correcting of the value measured by the radioaltitude sensor of the unmanned aerial vehicle may be performed forcalibration verification of a camera for the purpose of initial flightsetting corresponding to a flight purpose before the unmanned aerialvehicle flies. The correcting of the value measured by the radioaltitude sensor of the unmanned aerial vehicle may be performed tocontinue correcting the value measured by the radio altitude sensor ofthe unmanned aerial vehicle while the unmanned aerial vehicle isoperated after the initial flight setting is completed.

Also, calibration verification for initial setting before first flightof the unmanned aerial vehicle may be verifying calibration of a camerawith respect to a value measured by a radio altitude sensor of theunmanned aerial vehicle on level ground. A description will be in detailhereinafter of this. An operator of a unmanned aerial vehicle operationsystem according to an embodiment or a company for establishing andoperating an autonomous flight map may verify a distance (focaldistance) from the center of an optical lens of a camera to an imagesensor by setting a radio altitude value of the unmanned aerial vehiclebefore flight when about 80 meters from an elevation is set as a heightof a layer and verifying whether the camera loaded into the unmannedaerial vehicle which hovers at the corresponding altitude is focused to80 meters. Therefore, the operator or the company may verify whether anobject which is at an incident angle from a height of 80 meters isfocused.

In this case, the reason of performing such calibration verificationwhenever the unmanned aerial vehicle flies may be because a value mayvary by extreme vibration which occurs when the unmanned aerial vehicletakes off and because a flight altitude recognized by the unmannedaerial vehicle is different from an altitude of a specified layer due tothe value.

Also, according to an embodiment, the calibration verification may beperformed to continue correcting a value measured by a radio altitudesensor of the unmanned aerial vehicle while the unmanned aerial vehicleis operated after the initial setting for flight of the unmanned aerialvehicle is completed. A description will be given in detail hereinafterof this. A value measured by a radio altitude sensor loaded into a realunmanned aerial vehicle may be within a range departing a height of alayer based on a flight purpose of the unmanned aerial vehicle. In thiscase, there may be a risk that the unmanned aerial vehicle departs froma maximum flight restriction altitude or collides with other aerialvehicles. Thus, in an embodiment, to prevent such problems, anembodiment may allow the unmanned aerial vehicle to fly while keeping aheight of a layer constant through calibration verification using achange value in image resolution of optical equipment loaded into theunmanned aerial vehicle.

Therefore, an embodiment may allow the unmanned aerial vehicle to flywhile keeping a height of the layer by adjusting a flight altitudeheight which departs from the layer by a height of a ground object to aheight of a layer using a resolution height by an analysis of a changein resolution although the unmanned aerial vehicle suddenly recognizesthe presence of the ground by the radio altitude sensor during flight.Particularly, in order to do so, first of all, there may be a need forobtaining an image correctly captured after calibration of a camera isaccurately verified to obtain an image for accurately analyzingresolution on a path where the unmanned aerial vehicle is moved.

Hereinafter, a description will be given in detail of a method eachoperation of the method for establishing the route of the unmannedaerial vehicle according to an embodiment.

FIG. 7 is a block diagram illustrating a system for establishing a routeof an unmanned aerial vehicle according to an embodiment. As shown inFIG. 7, a system 700 for establishing a route of an unmanned aerialvehicle according to an embodiment may include a layer shaping unit 710,a data collecting unit 720, an altitude calculating unit 730, and averification unit 740. The components of the system 700 for establishingthe route of the unmanned aerial vehicle may be included in a processorincluded in a server.

Such components may be implemented to execute operations 510 to 540included in a method of FIGS. 5 and 6 through an OS and at least oneprogram code included in a memory.

In operation 510, the layer shaping unit 710 may identify an object formsurface scanning data and may shape a space, which facilitatesautonomous flight, as a layer. Herein, the layer may be a planeincluding the concept of height.

The layer shaping unit 710 may analyze a point cloud of an objectscanned by various surface scanning devices (e.g., a synthetic apertureradar (SAR), a LiDAR device, a short wave infrared sensor, and the like)from an aircraft which captures the earth's surface to identify anobject such as a building and a bridge.

The layer shaping unit 710 may shape a 2D layer on a 3D space bycalculating a height of the object identified from scan data withreference to a surface altitude of a corresponding coordinate andconnecting heights of specific points.

The layer shaping unit 710 may generate a plurality of 2D layers on aspace. The 2D layers may be vertically and separately established.

Herein, the layer shaping unit 710 may include a collection unit, anidentification unit, an extraction unit, and a layer unit.

The collection unit of the layer shaping unit 710 may obtain a pointcloud of an object scanned by the surface scanning device loaded intothe aircraft which captures the earth's surface. In this case, thecollection unit of the layer shaping unit 710 may extract a top heightof a building or a middle height of the building based on a height ofthe building.

For example, the collection unit of the layer shaping unit 710 mayobtain a point cloud of an object onto which a LiDAR pulse is projectedby a LiDAR device loaded into the aircraft which captures the earth'ssurface.

The identification unit of the layer shaping unit 710 may analyze thepoint cloud collected by the collection unit to identify the object.

The extraction unit of the layer shaping unit 710 may extract heightvalues of specific points of the object identified by the identificationunit using terrain altitude data.

The layer unit of the layer shaping unit 710 may shape an area andaltitude, which facilitates autonomous flight of an unmanned aerialvehicle, as a layer on a space by connecting the height values of thespecific points of the object, extracted by the extraction unit.

In operation 520, the data collecting unit 720 may collect surface imagedata for a flight path from the shaped layer.

In this case, the data collecting unit 720 may initially collect surfaceimage data from a layer with a height of flight altitude restriction.

The data collecting unit 720 may obtain surface image data via animaging device in which a calibration value is set at a specificaltitude, loaded into the aircraft which captures the earth's surface.

The data collecting unit 720 may verify spatial geographic informationto collect surface image data, may scan a safe path for flight, and maygenerate a detailed flight route, thus collecting surface image data forthe corresponding flight route. Particularly, the initial collection ofsurface image data necessary for analyzing a route to establish theroute may be for permitting only flight within a visible area of a pilothaving qualifications and maximally obtaining safety.

The data collecting unit 720 may set a height value of flight altituderestriction and may verify a value measured by a radio altitude sensor(e.g., a radio altimeter or the like) through an object whichfacilitates verification of a height of flight altitude restriction.Herein, the object which facilitates verification of the height offlight altitude restriction may be a ground structure and the like whichis the same or higher than the height of flight altitude restriction.

In addition, the data collecting unit 720 may verify information such asa calibration parameter according to specifications, such as resolutionand an image acquisition scheme of the imaging device, and an incidentangle and may verify flight information of a fuselage, recorded in aflight data recorder (FDR) loaded into the unmanned aerial vehicle.

In operation 530, the altitude calculating unit 730 may analyze a changein image resolution according to a distance between a camera and anobject through the collected surface image data and may extract analtitude value on a flight route.

The altitude calculating unit 730 may match coordinate, altitude,attitude, time information from the FDR of a fuselage with the collectedsurface image data and may calculate an altitude Z value on a routethrough distortion correction of an image and an analyze of a change inimage resolution with reference to calibration information and acalibration parameter of an imaging device to extract a height value ofa collected image.

In detail, the altitude calculating unit 730 may analyze a change inresolution of an image according to the distance between the camera andthe object and may extract an altitude value on a flight route. Analtitude may be verified through the change in the resolution of theimage, that is, a difference between the number of pixels of a previousframe and the number of pixels of a current frame or a difference in thenumber of pixels of objects captured at various angles.

Thus, as shown in FIG. 15B, a resolution height HR may be calculated bya difference between a height by a radio altitude sensor and a height HOby an analysis of a point cloud. Correction of the resolution height HRmay be performed through a sensor through a triangulation analysis andverification of scanning data.

As such, a conventional image analysis and distance measurement methodof analyzing a change in an image of an object and measuring a distancemay be applied to altitude measurement to analyze a change in imageresolution and extract an altitude Z value of an image.

In operation 540, the verification unit 740 may correct a value measuredby the radio altitude sensor through route verification from theextracted altitude value.

If extracting an altitude Z value from an object (obstacle) which existson a route and substituting the result into a route coordinate of theunmanned aerial vehicle at a constant interval, the verification unit740 may recognize a resolution height HR of an image corresponding to acoordinate which is in contact with the object (obstacle) and maycorrect a value measured by the radio altitude sensor which is in use ifthe unmanned aerial vehicle arrives at the corresponding routecoordinate.

The verification unit 740 may support an offline image processing schemeto minimize a risk to a communication and fuselage infrastructureenvironment upon autonomous flight.

The verification unit 740 may repeatedly collect surface image datathrough autonomous flight of the unmanned aerial vehicle and may reflectthe collected surface image data in route control, ground control, androute map data through an analysis of a change in resolution, thusgenerating or verifying a new route.

The unmanned aerial vehicle which reaches a specific coordinate of aroute may match route map data previously stored in its fuselage with aGPS coordinate and may correct an altitude Z value measured by a sensorusing an altitude Z value of an image from the route map data. Thecorrected altitude Z value may be for maintaining vertical separation ofa route by flight altitude restriction and a layer through shiftingcontrol of the unmanned aerial vehicle.

To verify a route and maintain the latest data, the unmanned aerialvehicle may repeatedly collect surface image data through an autonomousflight mission and may reflect the collected surface image data in routecontrol, ground control, and route map data through an analysis of achange in image or resolution. When the autonomous flight mission ismore repeated, reliability of a route may be more increased. It ispossible to generate and verify a new route through a simulation.

FIGS. 8 to 10 are drawings illustrating shaping an autonomous flightspace from surface scanning and image capture data according to anembodiment.

Referring to FIGS. 8 and 9, an echo point cloud of objects (e.g.,buildings and the like) 821 to 823 onto which a LiDAR pulse is projectedvia LiDAR equipment, loaded into an aircraft 810 which captures theearth's surface to shape an autonomous flight space from surfacescanning and image capture data, and a calibrated imaging device, points831, 832, and 833 formed at heights of specific points of the objects821, 822, and 823, and image data may be obtained. Such data may be usedin the form of various spatial geographic information services such asidentification of the objects 821 to 823 and 3D modeling of the objects821 to 823.

Point clouds collected by a LiDAR pulse and points 911, 912, and 913formed at heights of specific points among the point clouds may beanalyzed to identify the objects 821 to 823. A height value h of thepoint 912 of the identified object 822 may be extracted using aconventionally established terrain altitude data, and a plane 910 whichconnects the points 911 and 913 of the objects 821 and 823 having thesame height as the height value h may be generated. For example, theheight value h (120 meters) of the specific point of the identifiedobject (a building and the like) may be extracted. Herein, the specificpoint may be randomly selected and may be a point selected assuming thatthere is a space where an unmanned aerial vehicle may take off and landon a rooftop of the object 811 in FIG. 8.

As shown in FIG. 10, if connecting height values 1011, 1012, and 1013 ofextracted objects (see reference numeral 1010), an area and altitude,which facilitates autonomous flight of the unmanned aerial vehicle, maybe shaped as the concept of a layer 1020 on a space.

Meanwhile, in FIGS. 8 to 10, it is assumed that a maximum flightrestriction altitude of the unmanned aerial vehicle is 120 meters. FIGS.8 to 10 illustrate that a height of the object 822 corresponds to 120meters and that the layer 1020 which facilitates autonomous flight isgenerated with respect to the height. In an embodiment, to prevent acollision with a manned aerial vehicle when generating a layer whichfacilitates autonomous flight of the unmanned aerial vehicle, asdescribed above, it is assumed that a maximum flight restrictionaltitude of the unmanned aerial vehicle is set by a safety regulatorypolicy. A plurality of vertically separated layers are established(shaped) on a space of the maximum flight level or less and may be usedto determine a route of the unmanned aerial vehicle.

FIG. 11 is a drawing illustrating matching of geographic spatial dataaccording to an embodiment.

Referring to FIG. 11, an autonomous navigation map 110 for flight of anunmanned aerial vehicle may be established by matching and applyingdata, such as an altitude restriction policy 1110, a detailed digitalmap 1130, and route information 1120 for avoiding a military protectionzone and a no-fly zone to a layer shaped on a space. Thus, a servicewhich simultaneously uses a plurality of unmanned aerial vehicles may beprovided in an area sensitive to safety by guiding a safe route of theunmanned aerial vehicle. Herein, the autonomous navigation map 1100 forthe flight of the unmanned aerial vehicle may be represented as anautonomous navigation map for safety of the unmanned aerial vehicle.

FIGS. 12A and 12B are drawings illustrating a method for making a mapthrough matching of geographic spatial data according to an embodiment.

Referring to FIG. 12A, according to an embodiment, an autonomousnavigation map 1210 for flight of an unmanned aerial vehicle,established on a layer, may be synchronized with an unmanned aerialvehicle 1230 (e.g., a drone) through information of a GPS 1220 andvarious location coordinate correction devices and may meet targetedsafety standards.

In other words, as shown in FIG. 12B, tutorial details of a 3D virtualflight simulator 1240 may be shaped as a space map applicable to theunmanned aerial vehicle actually and physically.

The 3D virtual flight simulator 1240 may establish a vertical altitudevalue as spatial data using non-contact altitude measurement technologysuch that a real fuselage may recognize a visualized way point and mayapply the spatial data, thus ensuring safety of operating the unmannedaerial vehicle.

Surface image data obtained by an imaging device in which scanning(echo) data such as radio waves/light to which an operation principle ofa radio sensor is applied and a calibration value of a specific altitudeare set may be used to establish a safe autonomous flight route of theunmanned aerial vehicle on a space.

An altitude Z value by a distance and altitude measurement scheme usingscanning (echo) data may be for extracting height information of anelevation and an object (obstacle) from the object.

An altitude Z value by an image change analysis scheme of the surfaceimage data collected by the imaging device in which the calibrationvalue is set at the specific altitude may be for correcting calibrationverification and a value measured by a radio altitude sensor of theunmanned aerial vehicle using extracted height information of the object(obstacle).

FIG. 13 is a drawing illustrating collection of a point cloud throughlaser scanning according to an embodiment.

As shown in FIG. 13, an aircraft which captures the earth's surface mayidentify an object by collecting a point cloud of the object through aGPS (a location), an inertial navigation system (INS) (a routelocation), a laser scan, and the like.

An orthogonal (image, a 3D map, a contour, a DEM, and the like may bemade from the scanned result indicated as these countless point clouds.

FIGS. 14A to 14D are drawings illustrating a layer having a specificheight on a 3D space according to an embodiment.

As shown in FIG. 14A, a system for establishing a route of an unmannedaerial vehicle may shape a 2D layer on a 3D space by calculating aheight of an object identified from scan data with respect to a surfacealtitude of a corresponding coordinate and connecting heights ofspecific points.

If countless 2D layers 1410 having a specific altitude Z value aregenerated on the 3D space, a terrain shown in FIG. 14A may beestablished. In addition, as shown in FIG. 14B, the terrain may beshaped as a plurality of grid terrains 1420. In other words, since thelayer 1410 shown in FIG. 14A is expanded to be shaped as the gripterrain 1420 in which the plurality of layers of FIG. 14B are connected,the grid terrain may be used to establish a route of an unmanned aerialvehicle which may fly in a long distance. Thus, if each of grids isexpanded one by one in FIG. 14B, finally, a shape in which layers shapedat heights specified along an elevation are connected may be indicated.

Referring to FIG. 14C, the system for establishing the route of theunmanned aerial vehicle may collect surface image data for a flight pathfrom the shaped layer.

In this case, the system for establishing the route of the unmannedaerial vehicle may collect surface image data from a layer with a heightof flight altitude restriction.

The system for establishing the route of the unmanned aerial vehicle mayverify spatial geographic information to collect surface image data, mayscan a safety path for flight, and may generate a detailed flight path,thus collecting surface image data for the corresponding path.Particularly, the collection of first surface image data necessary foranalyzing a route to establish the route may be for permitting onlyflight within a visible area of a pilot having qualifications andmaximally obtaining safety.

The system for establishing the route of the unmanned aerial vehicle mayset a height value of flight altitude restriction and may verify a valuemeasured by a radio altitude sensor (e.g., a radio altimeter or thelike) through an object which facilitates verification of a height offlight altitude restriction. Herein, the object which facilitatesverification of the height of flight altitude restriction may be aground structure and the like which is the same or higher than theheight of flight altitude restriction.

In addition, the system for establishing the route of the unmannedaerial vehicle may verify information such as a calibration parameteraccording to specifications, such as resolution and an image acquisitionscheme of an imaging device, and an incident angle and may verify flightinformation of a fuselage, recorded in an FDR loaded into the unmannedaerial vehicle.

The system for establishing the route of the unmanned aerial vehicle maymatch coordinate, altitude, attitude, time information from the FDR ofthe fuselage with the collected surface image data and may calculate analtitude Z value on a route through distortion correction of an imageand an analyze of a change in image resolution with reference tocalibration information and a calibration parameter of the imagingdevice to extract a height value of a collected image.

Referring to FIGS. 14C and 14D, the system for establishing the route ofthe unmanned aerial vehicle may set an autonomous flight route 1430which is a flight path based on a flight purpose of the unmanned aerialvehicle on the layer 1410 and may generate a point 1440 for analysis ofa change in resolution of a ground object to keep a flight altitude ofthe unmanned aerial vehicle constant at intervals of a point on theautonomous flight route 1430. Therefore, the unmanned aerial vehiclewhich flies along the autonomous flight route 1430 may periodicallyverify whether its flight altitude is accurately maintained.

As shown in FIG. 14C, a route 1430 for set autonomous flight may beindicated on the layer 1410. The route 1430 for the autonomous flightmay be represented as a route including one way point 1452 designated asthe same destination as a source to perform a repeated mission of theunmanned aerial vehicle and four way points 1450, 1454, 1456, and 1458for avoiding a danger area and changing a movement direction, that is, atotal of five way points 1450, 1452, 1454, 1456, and 1458. In this case,each of the five way points 1450, 1452, 1454, 1456, and 1458 maycorrespond to one of the plurality of way points 1440 for measuring aheight of resolution shown in FIG. 14D.

This way point may be the concept of a point of a specific coordinatefor achieving any purpose, set on a route. A point preset to set a basicpath from a source point to a destination point or a path for avoidingan obstacle may be called a way point. The way point may be termed acoordinate point, including an image resolution value of a ground objectthe unmanned aerial vehicle should recognize to maintain a layer on aroute, as the same concept.

In other words, in FIG. 14D, the point 1440 for an analysis of a changein resolution of the ground object to maintain a flight altitude of theunmanned aerial vehicle constant at intervals of a point on anautonomous flight route may be for indicating a point for measuring achange of an image of each ground object, which exists on a movementroute 1430 to maintain a safety regulatory altitude of the unmannedaerial vehicle, as a way point. In other words, a point where analysisof a change in an image is performed with respect to a ground objectbelow the route 1430, which blocks maintaining a height of the layer1410 while the unmanned aerial vehicle moves along the route 1430established on the layer 1410, may be represented as a way point.Herein, the way point may be a point where the unmanned aerial vehicletemporarily hovers to perform a specific mission or obtain data.

A description will be given in detail of the method for setting a routeand a way point according to an embodiment with reference to FIG. 24.FIG. 24 illustrates a method for maintaining a flight altitudecorresponding to a layer assigned to a route through image analysis whenan unmanned aerial vehicle passes above a ground object which exists ona route of the unmanned aerial vehicle according to an embodiment.

Referring to FIG. 24, the unmanned aerial vehicle according to anembodiment may set a way point 2403 necessary for correcting an altitudemeasurement value of an ultrasonic sensor through image analysis to keepa constant flight altitude corresponding to a layer. The route 2401 ofthe unmanned aerial vehicle may be established to pass through groundobject B 2420 and ground object C 2430 from ground object A 2410.Heights of way points of entry points 2450 and 2454 for ground object A2410 and ground object B 2420 may be the same as those of way points ofexit points 2452 and 2456. Herein, the corresponding zone may be set tothe way point effective zone 2405. Herein, the way point effective zone2405 may refer to a zone with the same resolution height of an image ofa ground object at an entry point and an exit point of way points.

In contrast, if heights of way points are different in the way pointeffective zone 2405, additional way points may be further set in themiddle of the way point effective zone 2405. Referring to FIG. 25, forexample, assuming that there is a rooftop house 2550 on the top ofground object A, if the rooftop house 2550 is located on a flight route,a way point corresponding to the rooftop house 2550 may be added as theway point effective zone 2570.

Preferably, one way point exists for each ground object. However,assuming that ground object A 2410 and ground object B 2420 of FIG. 24are very large buildings, two way points may exist.

FIGS. 15A and 15B are drawings illustrating a change in resolution of animage based on a distance from an object according to an embodiment.

Referring to FIGS. 15A and 15B, a system for establishing a route of anunmanned aerial vehicle may analyze a change in resolution of an imageaccording to a distance between an unmanned aerial vehicle 1500 and anobject and may extract an altitude value on a flight route.

In an embodiment, the unmanned aerial vehicle 1500 may always ascertaina current location, a speed, and the like basically via an INS. However,the unmanned aerial vehicle 1500 may correct a fuselage altitude througha value measured by a radio altitude sensor and a change in resolutionof an image to measure a precise altitude. In detail, the unmannedaerial vehicle 1500 may verify an altitude through a difference in thenumber of pixels for a specific point of an object in a previous frameand a current frame captured by optical equipment 1510, such as acamera, mounted on the unmanned aerial vehicle 1500 and may analyze achange in resolution of an image using an image plane 1520 on which animage is formed in the camera 1510.

First of all, referring to FIG. 15A, assuming that the unmanned aerialvehicle 1500 flies in the direction of X-axis and Y-axis vectors alongway points, the unmanned aerial vehicle 1500 may analyze a pixel valuecaptured by the optical equipment 1510 of the unmanned aerial vehicle1500 with respect to two points 1550 and 1552 where there is no objecton the earth's surface on the image plane 1520. Herein, the points 1550and 1552 may be points of the earth's surface corresponding to waypoints included in a route of the unmanned aerial vehicle 1500.

The unmanned aerial vehicle 1500 may verify accuracy of a measurementvalue of a radio altitude sensor, measured above the point 1550 by theunmanned aerial vehicle 1500, using a resolution height obtained throughan analysis of resolution for an image in which the point 1550 of theearth's surface is captured above a way point before the point 1550. Inthis case, the unmanned aerial vehicle 1500 may measure a flightaltitude using the radio altitude sensor loaded into the unmanned aerialvehicle 1500 (see reference numeral 1554).

The point 1552 may be a point of the earth's surface for calibration ofan image capture incident angle to verify a change in resolution of anobject which exists on a flight direction in which the unmanned aerialvehicle 1500 flies. A resolution height for the point 1552 may becalculated using an incident angle direction 1556 of the camera 1510,considering a movement direction for the point 1552. The earth's surfaceof reference numeral 1552 may be captured when the unmanned aerialvehicle 1500 is located above the point 1550. Thus, the unmanned aerialvehicle 1500 may verify a resolution size 1530 of an image for the point1552. This process may be performed every wave point while the unmannedaerial vehicle 1500 performs autonomous flight along way points.

In other words, the unmanned aerial vehicle 1500 may measure a flightaltitude from a specific point corresponding to a way point where it iscurrently located using the radio altitude sensor for each way point andmay measure a resolution height from a specific point corresponding to asubsequent way point to which the unmanned aerial vehicle 1500 willmove, thus comparing the measured resolution height with a valuemeasured by the radio altitude sensor on the subsequent way point. Ifthe value measured by the radio altitude sensor is different from theresolution height, the unmanned aerial vehicle 1500 may keep a flightaltitude of the unmanned aerial vehicle 1500 constant on the subsequentway point by changing the value measured by the radio altitude sensor.

Referring to FIG. 15B, a point 1562 may be a point of the earth'ssurface for verifying accuracy of a value measured by the radio altitudesensor. The accuracy verification may be continuously performed. In FIG.15B, as there is a ground object 1560 on a route of the unmanned aerialvehicle 1500, resolution of an image capturing the point 1552 in FIG.15A may be changed from resolution of an image capturing the point 1564of FIG. 15B. The unmanned aerial vehicle 1500 may analyze the change andmay control to maintain a set flight altitude in consideration of aheight of the ground object 1560. In other words, the resolution size1530 of the image of FIG. 15A and an image size 1566 of an image of FIG.15B may show a different change in resolution based on whether there isthe ground object 1560.

In other words, as a distance between the camera 1510 and the point 1564in FIG. 15B is closer than a distance between the camera 1510 and thepoint 1552 in FIG. 15A because there is the ground object 1560,resolution for the point 1564 may be different from resolution for thepoint 1552. As such, according to an embodiment, an altitude of theunmanned aerial vehicle 1500 and a height of the ground object 1560 maybe estimated using this resolution difference, and a flight altitude ofthe unmanned aerial vehicle 1500 may be used through the altitude of theunmanned aerial vehicle 1500 and the height of the ground object 1560.

Thus, a resolution height (HR) and correction of the resolution height(HR) may be represented as Equation 1 below.Height by radio altitude sensor(HF)−height by analysis of pointcloud(HO)=resolution height(HR)  [Equation 1]

Verification of a sensor and scanning data through triangulationanalysis=correction of resolution height (HR)

Meanwhile, in a method for measuring a distance by an analysis of achange in image, optical mark recognition (OMR) targets may be prepared,and the targets may be located at a constant interval (e.g., 0.5 m). Adistance may be measured using the result of analyzing a correctionbetween a distance, between a camera and an object, and resolution.

As such, a conventional image analysis and distance measurement methodof analyzing a change in an image of an object and measuring a distancemay be applied to altitude measurement to analyze a change in imageresolution and extract an altitude Z value of an image.

A verification unit 740 of the system for establishing a route of anunmanned aerial vehicle of FIG. 7 may correct a value measured by theradio altitude sensor through route verification from an extractedaltitude value.

If extracting an altitude Z value from an object (obstacle) which existson a route and substituting the result into a route coordinate of theunmanned aerial vehicle at a constant interval, the verification unit740 may recognize a resolution height HR of an image corresponding to acoordinate which is in contact with the object (obstacle) if theunmanned aerial vehicle reaches a corresponding route coordinate and maycorrect a value measured by the radio altitude sensor which is in use.

As shown in FIG. 14D, in an embodiment, extracted altitude (Z) valuesmay be located at a constant interval on a corresponding routecoordinate.

FIGS. 16 to 19 are drawings illustrating a flight control and groundcontrol process through image recognition and processing of an unmannedaerial vehicle according to an embodiment.

Referring to FIG. 16, a method of identifying and processing an altitudeZ value of an image arranged per way point on a route coordinate at theunmanned aerial vehicle should have vulnerabilities, such as a delay ofa processing time and battery consumption, based on a characteristic ofa data link with an image processing device. Thus, the unmanned aerialvehicle may support an offline image processing scheme to minimize arisk to a communication and fuselage infrastructure environment toensure safety of autonomous flight.

In operation 1602, an unmanned aerial vehicle 1660 may match route mapdata 1601 previously stored in its fuselage with a GPS coordinate. Inoperation 1603, the unmanned aerial vehicle 1660 may process an altitudeZ value of an image from the route map data 1601. In operation 1604, theunmanned aerial vehicle 1660 may correct an altitude Z value measured byits radio altitude sensor.

If a GPS signal is not received, the unmanned aerial vehicle 1660 mayperform image processing (operation 1603) per way point while flyingusing the route map data 1601 previously stored by inertial navigationwithout GPS coordinate processing (operation 1602). Also, if a GPSsignal is not received, the unmanned aerial vehicle 1660 may furtherinclude a communication means to ascertain its location throughcommunication with base stations around the unmanned aerial vehicle1660.

If the unmanned aerial vehicle 1660 does not perform first flight or ifthere is a resolution value of a ground object which exists per waypoint, according to an embodiment, a resolution value of a groundobject, previously obtained for each way point, may be included in thepreviously stored route map data 1601. Thus, the unmanned aerial vehicle1660 may compare a resolution value of a ground object, stored for eachway point, with an altitude value measured and maintained by a radioaltitude sensor while performing autonomous flight and may correct oruse a value measured by the radio altitude sensor to observe a flightheight of a previously defined layer. The unmanned aerial vehicle 1660may store a resolution value of a ground object, obtained for each waypoint, every new flight.

Also, in another embodiment, the unmanned aerial vehicle 1660 maycorrect a value measured by the radio altitude sensor and may maintain aflight altitude of a layer using a resolution value previously obtainedfor a ground before autonomous flight and an average value of resolutionvalues of the ground object, obtained during autonomous flight.

If the unmanned aerial vehicle 1660 performs first flight and does notobtain a resolution value of a ground object which exists per way point,in operation 1602, it may match the route map data 1601 with a GPScoordinate. While maintaining a flight altitude previously input via theradio altitude sensor and flying, the unmanned aerial vehicle 1660 mayobtain and store a resolution value of a ground object for each waypoint.

In operation 1605, the unmanned aerial vehicle 1660 may perform shiftingcontrol and flight altitude control to maintain a flight altitudecorresponding to a height of a layer by maintaining flight altituderestriction and vertical separation of a route by the layer using thecorrected altitude (Z) value. In operation 1608, the unmanned aerialvehicle 1660 may report flight by transmitting flight information andthe like generated while performing operations 1601 to 1605 to a controlsystem 1650 via a wireless transceiver 1607. The control system 1650 mayrefer to a ground control system.

Also, if the unmanned aerial vehicle 1660 receives route controlinformation 1609 from the ground control system 1650 via the wirelesstransceiver 1607 in operation 1606, in operation 1605, it may performshifting control and flight altitude control to perform flight accordingto the received route control information (control data). According toan embodiment, the data processed in operations 1601 to 1605 may berecorded in an FDR of the unmanned aerial vehicle 1660 whenever itarrives at a corresponding coordinate point on a route.

When reporting flight in operation 1608, the unmanned aerial vehicle1660 may transmit flight information such as a speed, an altitude, and amovement direction to a control center 1610 of the ground control system1650 in the form of a message. The ground control system 1650 maytransmit route control data 1609 for controlling the unmanned aerialvehicle 1660 to the unmanned aerial vehicle 1660 based on the receivedflight information data and situations. The flight information data andthe route control data 1609 may be transmitted over a wirelesscommunication network and may be transmitted over a mobile communicationnetwork such as long term evolution (LTE).

Also, in operation 1611, the control center 1610 of the ground controlsystem 1650 may obtain a route image captured by the unmanned aerialvehicle 1660. Thus, the control center 1610 may obtain an image foranalyzing height information of a ground object obtained while theunmanned aerial vehicle 1660 flies along a set route, through theobtained route image. If the obtained image is analyzed, the controlcenter 1610 may update information of a route corresponding to theobtained route image using the analyzed information.

Thus, if route update data 1612 is generated through the obtained routeimage, in operation 1613, the control center 1610 may apply the routeupdate data 1612 to the unmanned aerial vehicle 1660 online or offline.Also, in an embodiment, the applying (operation 1613) may be performedduring reference numerals 1901 to 1903 shown in FIG. 19 and may beperformed in an online or offline manner.

The obtaining of the route image in operation 1611 may be performed in awireless or wired manner. A method of obtaining a route image in thewireless manner may be performed in real time via a wirelesscommunication network, a mobile communication network, or a satellitecommunication network. In a method of obtaining a route image in thewired manner, after the unmanned aerial vehicle 1660 lands, an operatormay directly obtain a route image in the unmanned aerial vehicle 1660from a storage of the unmanned aerial vehicle 1660.

Also, the ground control system 1650 may obtain route images in both thewireless and wired manners. In this case, the ground control system 1650may use an average value of the route image obtained in the wirelessmanner and the route image obtained in the wired manner as last routeimage information.

In addition, the control center 1610 of the ground control system 1650may determine a layer changeable zone for inter-layer flight of theunmanned aerial vehicle 1660 and may transmit route data, in which thedetermined layer changeable zone is reflected, to an operation system orthe unmanned aerial vehicle 1660. In this case, if a layer changerequest message is received from the unmanned aerial vehicle 1660, thecontrol center 1610 may control other aerial vehicles which exist in alayer changeable zone specified such that the unmanned aerial vehicle1660 flies to change a layer and may control the unmanned aerial vehicle1660 not to collide with the other aerial vehicles until the unmannedaerial vehicle 1660 is located above a layer (an arrival layer) to whichthe unmanned aerial vehicle 1660 will move.

For example, there may be a situation where the unmanned aerial vehicle1660 will move to layer C based on a previously programmed command orremote control while the unmanned aerial vehicle 1660 flies above waypoints specified on layer A. Herein, for convenience of description,layer A may be referred to as a departure layer, and layer C may bereferred to as an arrival layer. If there is layer B between layer A andlayer C, layer B may be referred to as a stop layer.

According to an embodiment, if the unmanned aerial vehicle 1660 willmove from layer A to layer C, the control center 1610 may continuouslycontrol the unmanned aerial vehicle 1660 and other aerial vehicleslocated above a layer changeable zone at a layer changeable time of theunmanned aerial vehicle 1660 to prevent the unmanned aerial vehicle 1660from colliding with the other aerial vehicles during the layer movementof the unmanned aerial vehicle 1660.

If the unmanned aerial vehicle 1660 will move from layer A to layer C,it may transmit a layer change request message to the control center1610. The control center 1610 may complete identification of theunmanned aerial vehicle 1660 which transmits the layer change requestmessage, may verify a layer changeable zone which may be used forinter-layer movement by the unmanned aerial vehicle 1660, and maytransmit an acknowledge message according to the layer changeable zoneto the unmanned aerial vehicle 1660. In this case, the control center1660 may transmit layer movement information, including at least one oflayer changeable zone information, a layer changeable time, layer changeentry point information, and layer change entry angle information, tothe unmanned aerial vehicle 1660 in consideration of a congestion levelof the layer changeable zone. After the unmanned aerial vehicle 1660which receives the layer movement information moves from layer A tolayer B based on the information included in the layer movementinformation, it may move to layer C based on layer movement informationreceived from the control center 1660 while it is located above layer B.Of course, the unmanned aerial vehicle 1660 may perform flight for layermovement from layer A to layer C using only layer movement informationreceived while it is located above layer A.

According to another embodiment, the unmanned aerial vehicle 1660 mayperform flight for inter-layer movement without control of the controlcenter 1610. According to another embodiment, if it is necessary forflight for inter-layer movement, the unmanned aerial vehicle 1660 mayfly between the layers based on previously stored layer changeable zoneinformation. In this case, the unmanned aerial vehicle 1660 may performautonomous flight while preventing collision using sensors included inthe unmanned aerial vehicle 1660, before it enters a layer changeablezone and until it reaches an arrival layer after entering the layerchangeable zone.

FIG. 17 illustrates an example of a method of recognizing an object(obstacle) when an unmanned aerial vehicle reaches a specific coordinateand correcting a value measured by a sensor.

Reaching a specific coordinate of a route, in operation 1702, theunmanned aerial vehicle may match route map data 1701 previously storedin its fuselage with a GPS coordinate. In operation 1703, the unmannedaerial vehicle may process an altitude Z value of an image from theroute map data 1701. In operation 1704, the unmanned aerial vehicle maycorrect an altitude Z value measured by a sensor. In operation 1705, thecorrected altitude Z value may be used for shifting control and altitudecontrol of the unmanned aerial vehicle. The unmanned aerial vehicle maymaintain flight altitude restriction and vertical separation of a routeby a layer through the correction altitude Z value.

In operation 1706, the unmanned aerial vehicle may store flightinformation collected during flight in a device such as an FDR and mayreport the stored flight information to a control system or a system forestablishing a flight route via a communication means (not shown).

FIGS. 18 to 20 illustrate an example of a system for controlling a routeand generating and verifying the route and a processor for controlling aroute and generating and verifying the route. Since reference numerals1801, 1802, 1803, 1804, 1805, 1806, 1807, 1810, 1811, 1812, and 1813shown in FIG. 18 are the same as reference numerals 1601, 1602, 1603,1604, 1605, 1606, 1607, 1610, 1611, 1612 and 1613 shown in FIG. 16, adescription for reference numerals 1801, 1802, 1803, 1804, 1805, 1806,1807, 1810, 1811 and will be omitted.

Referring to FIG. 18, compared with FIG. 16, a simulation verificationsystem 1820 for verifying a simulation for route data 1812 updated by acontrol center 1810 may be further included in a ground control system1850. Thus, the ground control system 1850 may increase stability byperforming simulation verification in advance before applying the routeupdate data 1812 to an unmanned aerial vehicle 1860 and applying theverified route update data 1822 to a new route for the unmanned aerialvehicle 1860.

The unmanned aerial vehicle 1860 may repeatedly collect surface imagedata through an autonomous flight mission to verify a route and maintainthe latest data. In operations 1803 and 1805, the unmanned aerialvehicle 1860 may perform shifting control and flight altitude controlthrough an analysis of a change in image or resolution of the collectedsurface image data. The data processed while operations 1801 to 1805 areperformed may be transmitted to the ground control system 1850. Thus,the control center 1810 may perform route control and ground control.

Also, the ground control system 1850 may verify the generated routeupdate data 1812 using the simulation verification system 1820. Inoperation 1813, the ground control system 1850 may apply the verifiedroute update data 1822 to route map data 1801 in an online or offlinemanner.

FIG. 19 is a block diagram illustrating a control device for controllinga route for an unmanned aerial vehicle and generating a route of theunmanned aerial vehicle according to another embodiment.

First of all, if a company which operates the unmanned aerial vehicleapplied for autonomous flight of the unmanned aerial vehicle, anautonomous flight application fuselage/mission reporting unit 1901 maytransmit an autonomous flight fuselage and a purpose (mission) ofautonomous flight the company applies for, to a controller 1902. Forexample, the company may be logistics companies such as Amazon, DHL,FEDEX, and UPS, private security companies, oil companies for managing alarge scale of oil pipelines, railway operation companies for monitoringwhether a massive railroad is abnormal, and institutions, such asprison, the military, police stations, and fire stations, for promotingpublic safety.

The controller 1902 may store specifications of the unmanned aerialvehicle and identification information about a basic task in advance ina storage unit 1912. The controller 1902 may register an unmanned aerialvehicle obtained from the autonomous flight application fuselage/missionreporting unit 1901 in the storage unit 1912 and may storeidentification information about specifications of the unmanned aerialvehicle and a basic task. The controller 1902 may analyze informationreported via the autonomous flight application fuselage/missionreporting unit 1901 by the company which operates the unmanned aerialvehicle, may identify the unmanned aerial vehicle, and may verifywhether the identified unmanned aerial vehicle is an aerial vehiclesuitable for the reported mission. If the identified unmanned aerialvehicle is the aerial vehicle suitable for the reported mission as aresult of the verification, the controller 1902 may assign a layer and aroute corresponding to a mission of the unmanned aerial vehicle via afuselage identifying and route assigning unit 1904.

To classify unmanned aerial vehicles owned by the operation companiesinto a constant standard according to their weights and outputs may bepreferable for efficiency of operation. Thus, the controller 1902 mayeasily establish an autonomous flight map (route) for autonomous flight.

For example, the storage unit 1912 may store standards for classifyingunmanned aerial vehicles which are applied for autonomous flight intoconstant standards according to a weight, a mission purpose, a flyabletime, or a mountable weight of each of the unmanned aerial vehicles. Ifit is requested to generate a new route from a new route applying unit1910, if there is a route of an unmanned aerial vehicle, correspondingto specifications and missions of the unmanned aerial vehicle to fly tothe requested new route, among route maps for autonomous flight storedin the storage unit 1912, the controller 1902 may allow a simulationverifying unit 1906 to perform simulation verification. The controller1902 may generate and provide similar routes to unmanned aerial vehiclesincluded in constant standards. Of course, the controller 1902 may set aroute in a different way with respect to a flight time, a flightdistance, an altitude, and the like such that unmanned aerial vehiclesdo not collide with each other during flight and may continuouslymonitor whether the unmanned aerial vehicle maintains the route.

If assignment of a layer and a route to the unmanned aerial vehicle iscompleted by the fuselage identifying and route assigning unit 1904, thefuselage identifying and route assigning unit 1904 may notify a flightinformation obtaining unit 1905 that the assignment is completed. Thecompany which operates the unmanned aerial vehicle may control theunmanned aerial vehicle to perform autonomous flight above the assignedlayer and route, may record flight information, and may transmit theflight information to the flight information obtaining unit 1905.

The flight information obtaining unit 1905 may obtain flight informationreported by the unmanned aerial vehicle and may transmit the obtainedflight information to the controller 1902. The controller 1902 may checkthe obtained flight information and may determine whether the unmannedaerial vehicle does not depart from a previously assigned layer androute. If the unmanned aerial vehicle having the flight informationobtained by the flight information obtaining unit 1905 departs from alayer and route, the controller 1902 may notify a company which operatesthe unmanned aerial vehicle or the unmanned aerial vehicle that theunmanned aerial vehicle departs from the predetermined layer and routeto control the unmanned aerial vehicle to fly above the layer and route.

Meanwhile, if it is necessary for additionally performing simulationverification, the controller 1902 may transmit flight informationobtained from the unmanned aerial vehicle by the flight informationobtaining unit 1905 to the simulation verifying unit 1906.

The simulation verifying unit 1906 may verify a simulation of safety ofa layer and route assigned to the unmanned aerial vehicle inconsideration of the flight information and information input from eachof a 3D geographic information security/danger/fault input unit 1907, aweather information input unit 1908, and a safety regulation informationinput unit 1909 and may transmit the verified result to the controller1902.

Meanwhile, if a new route is applied for from the company which operatesthe unmanned aerial vehicle other than an old route, the new routeapplying unit 1910 may transmit the new route, which is applied for, tothe simulation verifying unit 1906. The simulation verifying unit 1906may determine whether the new route, which is applied for, is validthrough information obtained from the 3D geographic informationsecurity/danger/fault input unit 1907, the weather information inputunit 1908, and the safety regulation information input unit 1909.

If the new route is valid, the simulation verifying unit 1906 mayrequest the new route establishing unit 1911 to establish the new route.If the new route is established by the request of the simulationverifying unit 1906, the new route establishing unit 1911 may transmitthe new route and identification information of the unmanned aerialvehicle which applies for the new route to the controller 1902. Thus,although a request to perform autonomous flight for the unmanned aerialvehicle which applies for the new route is received, since the new routeis previously verified, the controller 1902 may immediately permitflight for the unmanned aerial vehicle.

As shown in FIG. 19, when an autonomous flight mission is more repeated,reliability of a route is more increased. The new route may be generatedand verified through a simulation.

In addition, a description will be given of a method for increasinglocation accuracy in an autonomous flight system of an unmanned aerialvehicle.

An infrastructure for enhancing location accuracy of the unmanned aerialvehicle may include a GPS satellite, a satellite communication modulewhich may receive a satellite signal other than a GPS, a GPS receiverwhich mounts the satellite communication module, a communication moduleand system which broadcasts various satellite signals to a terrestrialstation and a ground control system (GCS) of a manual aerial vehiclewhich is not identified by autonomous flight, and a system whichprocesses and displays positioning correction reference (data)accumulated by machine learning through a time difference of arrival(TDOA) scheme using a communication infrastructure (which is being movedfrom 4G to 5G) used in a civil service such as long term evolution (LTE)and a TDOA process and operation in which an altitude difference of abase station is reflected.

A method for improving autonomous flight location accuracy of anunmanned aerial vehicle according to an embodiment may be applied toreceive GPS and global navigation satellite system (GNSS) information,broadcast a message, apply a TDOA scheme using an LTE ground basestation (or a next generation mobile communication infrastructure), anduse machine learning positioning correction reference (data).

FIG. 20 is a drawing illustrating a simulation of an established routeaccording to an embodiment.

Referring to FIG. 20, a shape for a simulation of an established routeand route verification may be shown and may include vertically separatedlayers 2010 and 2011, a route 2020, and a way point 2040, 2030 shaped asa symbol. In the shape for the simulation, a plurality of 2D layers arevertically separated on a 3D detailed map. The shape of the simulationmay be shaped as a route corresponding to a corresponding separatedinterval and a symbol corresponding to a collected way point.

Herein, the 2D layer may include information such as an establishedaltitude, a performable mission, and fuselage specifications. A symbolof a route (connected by way points) established on the layer mayinclude an altitude Z value of an image with respect to a locationcoordinate and a layer for the corresponding coordinate. In this case,the altitude Z value of the image may refer to a value for correcting avalue measured by a sensor which measures an altitude to maintain anestablished altitude of the layer while an unmanned aerial vehicleperforms autonomous flight.

FIG. 21 is a drawing illustrating a fuselage recognition and routecontrol shape according to an embodiment and illustrating displayinginformation of an unmanned aerial vehicle for manual flight andinformation of an unmanned aerial vehicle for autonomous flight on acontrol screen.

Referring to FIG. 21, a fuselage recognition and route control shape2100 may include layer identification and vertical separationinformation, identification 2120 of the unmanned aerial vehicle for theautonomous flight, a flight path 2110 of the unmanned aerial vehicle forthe autonomous flight, identification and radius information of theunmanned aerial vehicle for the manual flight, and the like.

If a location 2130 of a pilot is displayed on control information 2160of the unmanned aerial vehicle for the manual flight, a flight radiusdetermined by law may be displayed on the location 2130. An identifier(ID) of the unmanned aerial vehicle for the manual flight, informationabout whether an unmanned aerial vehicle is the unmanned aerial vehiclefor the manual flight (e.g., display “manual” in case of the unmannedaerial vehicle for the manual flight), GPS, INS, altitude information,flight data, and the like may be display in real time.

An ID of a registered aerial vehicle, a business code applying for routeassignment, information about whether flight is autonomous flight, GPS,INS, and sensor altitude information, flight data, and the like may bedisplayed on control information 2150 of the unmanned aerial vehicle forthe autonomous flight.

Also, each way point and route information of the unmanned aerialvehicle for the autonomous flight may be displayed as a coordinate andan image resolution value for each way point.

Layer information 2170 and 2180 of a corresponding screen may bedisplayed on the fuselage recognition and route control shape 2100. Alayer may be configured in various manners through vertical separationbased on specifications of a fuselage and a performance mission at arestricted altitude or less. For example, reference numeral 2170 mayindicate information of a currently displayed layer on a screen, andreference numeral 2180 may denote a vertical separation interval withanother layer on the screen.

The fuselage recognition and route control shape 2100 may showinformation for maintaining a vertical separation interval of aplurality of 2D layers on a 2D detained map and may be shaped as a routeestablished relative to each layer and a symbol corresponding to acollected way point.

The fuselage recognition and route control shape 2100 may minimize adelay of an image processing time to reduce risk by a control and flightcontrol delay and may show identification of a layer, identification andflight information of a fuselage which is assigned an autonomous flightroute, and an altitude Z value of an image assigned to a way point withrespect to an autonomous flight route, a way point, and each layer.

Meanwhile, a fuselage manually controlled by a pilot may be identifiedto ensure safety. A flight radius may be restricted, and autonomousflight route information may be shared.

An unmanned aerial vehicle during autonomous flight may recognize analtitude Z value of an image analyzed and assigned with respect to alayer above which it flies when it arrives at a way point by loading amap installed in its fuselage, may correct a value measured by a sensor,and may maintain an altitude established above the corresponding layer.

As a fuselage broadcasts flight record data including a sensor altitudeand GPS and INS information via a message transmission module to verifythis process, a route control center may receive a message, may analyzeGPS and sensor altitude value and information about an altitudeestablished above a layer, and may verify whether an unmanned aerialvehicle maintains vertical separation and flight altitude restrictionduring autonomous flight.

Herein, an example of a function of providing a map for supporting routecontrol may be represented hereafter.

[Display Route Information]

-   -   Display a security zone    -   Display a danger zone    -   Display a no-fly zone    -   Display a height and area of a ground object extracted by        scanning the earth's surface    -   Display information about an altitude established for each layer    -   Display a route established for each layer    -   Display a way point on a route established for each layer    -   Display an altitude Z value of an image assigned to a way point        on a route established for each layer

[Show an Unmanned Aerial Vehicle for Autonomous Flight]

-   -   Show an identification code of the unmanned aerial vehicle for        autonomous flight    -   Show a mission code of the unmanned aerial vehicle for        autonomous flight    -   Show a route assigned to the unmanned aerial vehicle for        autonomous flight    -   Show a horizontal separation interval with respect to a route        assigned to the unmanned aerial vehicle for autonomous flight    -   Show a GPS location coordinate of the unmanned aerial vehicle        for autonomous flight    -   Show a sensor altitude value of the unmanned aerial vehicle for        autonomous flight    -   Show a fail-safe state of the unmanned aerial vehicle for        autonomous flight

[Show an Unmanned Aerial Vehicle for Manual Flight by a Pilot]

-   -   Show identification code of the unmanned aerial vehicle for        manual flight    -   Show pilot identification code and a current location of the        unmanned aerial vehicle for manual flight    -   Show a flight range permitted with respect to the pilot of the        unmanned aerial vehicle for manual flight    -   Show a GPS location coordinate of the unmanned aerial vehicle        for manual flight    -   Show a sensor altitude value of the unmanned aerial vehicle for        manual flight    -   Show a fail-safe state of the unmanned aerial vehicle for manual        flight

FIG. 26 is a flowchart illustrating an operation of an unmanned aerialvehicle according to an embodiment.

Referring to FIG. 26, in operation 2601, the unmanned aerial vehicle maymatch route map data with a GPS coordinate. In operation 2602, while theunmanned aerial vehicle maintains a flight altitude previously input viaits radio altitude sensor, it may fly while passing through way pointsset to a route according to the matched data. In operation 2603, theunmanned aerial vehicle may verify whether it arrives at a way pointwhile continuing measuring its location during flight. If the unmannedaerial vehicle arrives at the way point as a result of the verificationin operation 2603, in operation 2604, it may verify whether there is apreviously stored height for a ground object which exists on the waypoint. In this case, there may be a resolution height previously storedfor each way point in the route map data.

If there is the previously stored resolution height as a result of theverification in operation 2604, since there is a ground object, inoperation 2605, the unmanned aerial vehicle may compare a value measuredby a radio altitude sensor on a current way point with the previouslystored resolution height. If there is a difference between the tworesolution heights compared in operation 2606, in operation 2607, theunmanned aerial vehicle may determine that an error occurs in the valuemeasured by the radio altitude sensor, may correct a value set by theradio altitude sensor to a resolution height to maintain a flightaltitude specified above a layer, and may fly while maintaining aconstant altitude according to the corrected value. Herein, the constantaltitude may be a flight altitude defined for a layer assigned to thecorresponding unmanned aerial vehicle. Also, the unmanned aerial vehiclemay control its motor controller to maintain a constant flight altitudein which the value measured by the radio altitude sensor corresponds tothe value set by the radio altitude sensor, thus performing shiftingcontrol and altitude control.

In contrast, if there is no previously stored resolution height inoperation 2604 or if there is no error in operation 2606, in operation2608, the unmanned aerial vehicle may store a resolution height of aground object, obtained on a way point. In this case, similar to FIG.25, if a ground object is added or changed using the obtained resolutionheight, the unmanned aerial vehicle may add a new way point.

Storing the resolution height, in operation 2609, the unmanned aerialvehicle may verify whether flight to the last way point is completed. Ifthe flight is not completed, in operation 2610, the unmanned aerialvehicle may move to a subsequent way point.

Meanwhile, an embodiment is exemplified as the unmanned aerial vehiclecompares the value measured by the radio altitude sensor with thepreviously stored resolution height and corrects the value measured byradio altitude sensor. However, embodiments are not limited thereto. Forexample, the unmanned aerial vehicle may compare a resolution heightobtained on each way point with a resolution height previously storedfor each way point and may determine whether an error occurs in thevalue measured by the radio altitude sensor using an average valuecalculated by the compared value. Of course, the unmanned aerial vehiclemay correct the value measured by the radio altitude sensor based on thedetermined result and may maintain a previously defined constantaltitude.

Also, the unmanned aerial vehicle may transmit flight information,including a flight speed, a location, and an altitude, to a controlsystem or an operation system based on a predetermined condition. Thepredetermined condition may include a condition where a constant periodarrives, a condition where the unmanned aerial vehicle arrives at a waypoint, or a condition where an emergency occurs.

FIG. 27 is a flowchart illustrating an operation of an unmanned aerialvehicle according to another embodiment.

Contrary to FIG. 26, FIG. 27 illustrates that the unmanned aerialvehicle flies while maintaining a layer height using a resolution heightobtained in real time whenever it arrives at a way point rather than apreviously stored resolution height.

In operation 2701, the unmanned aerial vehicle may match route map datawith a GPS coordinate. In operation 2702, while the unmanned aerialvehicle maintains a flight altitude previously input via its radioaltitude sensor, it may fly while passing through way points set to aroute according to the matched data. In operation 2703, the unmannedaerial vehicle may verify whether it arrives at a way point whilecontinuing measuring its location during flight. If the unmanned aerialvehicle arrives at the way point as a result of the verification inoperation 2703, in operation 2704, it may analyze a resolution height inreal time with respect to the way point. In operation 2705, the unmannedaerial vehicle may compare a resolution height analyzed on a current waypoint with a height of a preset layer. If the analyzed resolution heightis the same as the layer height as a result of the verification inoperation 2705, in operation 2706, the unmanned aerial vehicle mayperform autonomous flight while maintaining the layer height using theanalyzed resolution height.

In contrast, if the analyzed resolution height is different from thelayer height as a result of the verification in operation 2705, inoperation 2707, the unmanned aerial vehicle may fly while maintaining aconstant altitude using a value measured by a radio altitude sensor tomaintain a flight altitude specified above a layer. Herein, the constantaltitude may be a defined flight altitude above a layer assigned to thecorresponding unmanned aerial vehicle.

Also, in operations 2706 and 2707, the unmanned aerial vehicle maycontrol its flight controller to maintain the constant flight altitude,thus performing shifting control and altitude control. In operation2708, the unmanned aerial vehicle may verify whether flight to the lastway point is completed. If the flight is not completed, in operation2709, the unmanned aerial vehicle may move to a subsequent way point.

FIG. 28 is a flowchart illustrating an operation method of a routeestablishment system and a control system for autonomous flight of anunmanned aerial vehicle according to an embodiment.

Referring to FIG. 28, the system for establishing the route may beincluded in a control system.

In operation 2801, the control system may receive an autonomous flightreport of an unmanned aerial vehicle from a company which operates theunmanned aerial vehicle and a user of the unmanned aerial vehicle. Inoperation 2802, the control system may verify identification informationand a mission of the unmanned aerial vehicle. In operation 2803, thecontrol system may verify whether it is necessary for simulationverification for assigning a route of the unmanned aerial vehicle whichis reported for autonomous flight. If it is necessary for the simulationverification, in operation 2804, the unmanned aerial vehicle may performa simulation using information necessary for the autonomous flight ofthe unmanned aerial vehicle and may perform route verification.

In this case, if it is unnecessary for the simulation verification inoperation 2803 or if the verification is completed in operation 2804, inoperation 2805, the control system may assign a layer and routecorresponding to specifications and a mission of the unmanned aerialvehicle. In operation 2806, the control system may transmit the assignedlayer and route to the company which operates the unmanned aerialvehicle or the user of the unmanned aerial vehicle.

If the unmanned aerial vehicle which flies through the layer and routeassigned from the control system performs unmanned flight, it maytransmit flight information to the control system. Thus, in operation2807, the control system may receive the flight information of theunmanned aerial vehicle. In operation 2808, the control system maycontrol the flight of the unmanned aerial vehicle by continuouslymonitoring whether the unmanned aerial vehicle departs from the assignedlayer and route or whether it is possible for the unmanned aerialvehicle to collide with another aerial vehicle.

If the flight of the unmanned aerial vehicle is completed, in operation2809, the control system may verify the validity of the route of theunmanned aerial vehicle which completes flight. If the verified resultis valid in operation 2810, in operation 2812, the control system maytransmit valid route information to the company which operates theunmanned aerial vehicle of the user of the unmanned aerial vehicle. Ifthe verified result is invalid, in operation 2811, the control systemmay correct a route of the unmanned aerial vehicle. In operation 2812,the control system may transmit the corrected route information to thecompany which operates the unmanned aerial vehicle.

FIG. 29 is a drawing illustrating maintenance of a flight altitudewithin a layer range using a resolution height for a ground object 2960if the ground object 2960 exists while an unmanned aerial vehicle fliesalong a predetermined route, according to an embodiment. In this case,it is assumed that a height of a layer is 150 meters. Thus, as a valueset by a radio altitude sensor of the unmanned aerial vehicle is set to150 meters, the unmanned aerial vehicle may fly such that a flightaltitude is kept 150 meters from the earth's surface through a valuemeasured by the radio altitude sensor.

First of all, according to an embodiment, the unmanned aerial vehiclemay fly above a layer and route assigned to the unmanned aerial vehiclein a state where it keeps a flight altitude constant within a rangewhich does not depart from a range 2950 of the layer from the earth'ssurface. Way points 2910 to 2920 may exist on a route above the unmannedaerial vehicle flies. The unmanned aerial vehicle may measure a flightaerial from points 2970, 2972, 2974, 2976, 2978, and 2980 using theradio aerial sensor for each way point.

The unmanned aerial vehicle may calculate a resolution height through acamera incident distance for the earth's surface or a ground objectlocated from each way point to a subsequent way point. For example, ifthe unmanned aerial vehicle is locate above the way point 2910, theunmanned aerial vehicle may calculate a resolution height between thesubsequent way point 2912 and the point 2972 by measuring a flightaltitude 2991 from the point 2970 using the radio altitude sensor andmeasuring a camera incident distance for the point 2972. The unmannedaerial vehicle may perform this procedure for each way point.

If the unmanned aerial vehicle is located above the way point 2914, itmay measure a flight altitude for the point 2974 using the radioaltitude sensor and may calculate 130 meters which are a resolutionheight between the way point 2916 and the point 2976 through a cameraincident distance for the point 2976 on the ground object 2960 whichexists below the subsequent way point 2916. Thus, the unmanned aerialvehicle may control the flight altitude from the ground object 2960 tobe 130 meters such that the flight altitude is not over a layer. Thisoperation may be performed above the way point 2918 which exists abovethe ground object 2960. As such, in FIG. 29, since a height of theground object 2960 is 20 meters, only if a flight altitude above the waypoints 2916 and 2918 which exist above the ground object 2960 has aheight of 130 meters from the ground object 2960, the unmanned aerialvehicle may fail to be over the flight altitude of 150 meters.

Meanwhile, if the unmanned aerial vehicle maintains a flight altitudeabove a layer of the unmanned aerial vehicle using only the value set bythe radio altitude sensor without considering a resolution height forthe earth's surface or a ground object, the unmanned aerial vehicle maydepart from a flight altitude of a layer and may collide with anotheraerial vehicle which flies above another vertically separated layer bydetermining points, where the value measured by the radio altitudesensor from the ground object 2960 is 150 meters, as way points 2922 and2924.

However, the unmanned aerial vehicle according to an embodiment may flywithout departing from a flight altitude above a layer by correcting thevalue set by the radio altitude sensor to the resolution height (130meters) from the ground object 2960 although there is the ground object2960.

Hereinafter, a description will be given of a system for controlling anunmanned aerial vehicle according to an embodiment.

FIG. 50 is a flowchart illustrating a method for controlling an unmannedaerial vehicle according to an embodiment.

Referring to FIG. 50, the method for controlling the unmanned aerialvehicle may include operation 5010 of matching route map data previouslystored in a fuselage of the unmanned aerial vehicle with a locationcoordinate, operation 5020 of processing an altitude value of an imagefrom the route map data, operation 5030 of correcting a value measuredby a radio altitude sensor using the altitude value of the image, andoperation 5040 of controlling a flight altitude through shifting controlbased on the corrected value of the radio altitude sensor.

Herein, operation 5010 of matching the route map data with the locationcoordinate may be operation of matching a GPS coordinate of the unmannedaerial vehicle to route map data for flight of the unmanned aerialvehicle established on a layer. The layer may be for shaping a spacewhich facilitates autonomous flight by identifying an object fromsurface scanning data.

The route map data may be for establishing an autonomous navigation mapfor flight of the unmanned aerial vehicle on a space by matching atleast one of flight altitude restriction data, a detailed digital map,and route information for avoiding a military protection zone or ano-fly zone to the layer shaped on the space.

According to an embodiment, a method and system for controlling anunmanned aerial vehicle to facilitate safe autonomous flight of theunmanned aerial vehicle in an invisible area by matching route map datastored in the unmanned aerial vehicle with a location coordinate,processing an altitude value of an image, and correcting a valuemeasured by a radio altitude sensor may be provided.

Hereinafter, a description will be given in detail of each operation ofthe method for controlling the unmanned aerial vehicle according to anembodiment.

FIG. 51 is a block diagram illustrating a configuration of an unmannedaerial vehicle control system according to an embodiment.

As shown in FIG. 51, a system 5100 for controlling an unmanned aerialvehicle according to an embodiment may include a location coordinateprocessing unit 5110, an image processing unit 5120, a measurement valuecorrecting unit 5130, and a flight controller 5140. These components maybe implemented to execute operations 5010 to 5040 included in a methodof FIG. 50.

In operation 5010, the location coordinate processing unit 5110 maymatch route map data previously stored in a fuselage of the unmannedaerial vehicle with a location coordinate.

In detail, the location coordinate processing unit 5110 may match a GPScoordinate of the unmanned aerial vehicle to route map data for flightof the unmanned aerial vehicle established on a layer. Herein, the layermay be for shaping a space which facilitates autonomous flight byidentifying an object from surface scanning data. The route map data maybe for establishing an autonomous navigation map for flight of theunmanned aerial vehicle on a space by matching at least one of flightaltitude restriction data, a detailed digital map, and route informationfor avoiding a military protection zone or a no-fly zone to the layershaped on the space.

The location coordinate processing unit 5110 may identify an object fromsurface scanning data and may shape a space, which facilitatesautonomous flight, as a layer.

Herein, the location coordinate processing unit 5110 may include acollection unit, an identification unit, an extraction unit, and a layerunit.

The collection unit may obtain a point cloud of an object scanned by asurface scanning device loaded into an aircraft which captures theearth's surface. For example, the collection unit may obtain the pointcloud of the object onto which a LiDAR pulse is projected via a LiDARdevice loaded into the aircraft which captures the earth's surface. Theidentification unit may analyze the point cloud collected by thecollection unit to identify an object. The extraction unit may extractheight values of specific points of the object identified by theidentification unit using terrain altitude data.

The layer unit may shape an area and altitude, which facilitiesautonomous flight of the unmanned aerial vehicle, as a layer byconnecting the height values of the specific values, extracted by theextraction unit.

Also, the location coordinate processing unit 5110 may verify spatialgeographic information, may scan a safe path for flight, and maygenerate a flight path by reflecting the safe path, thus collectingsurface image data for the flight path.

The location coordinate processing unit 5110 may set a flight altituderestriction value and may verify a value measured by a radio altitudesensor through an object which facilitates verification of a height offlight altitude restriction. Also, the location coordinate processingunit 5110 may verify calibration information of an image device and mayverify flight information recorded in an FDR loaded into the unmannedaerial vehicle.

The image processing unit 5120 may process an altitude value of an imagefrom route map data.

The image processing unit 5120 may analyze a change in resolution of animage according to a distance from an object and may extract an altitudevalue of an image on a route. The corrected value of the radio altitudesensor may be for maintaining flight altitude restriction and verticalseparation of a route by a layer, through shifting control of theunmanned aerial vehicle.

In addition, the image processing unit 5120 may match at least one ofcoordinate, altitude, attitude, and time information from an FDR loadedinto the unmanned aerial vehicle with the surface image data and maycalculate an altitude value on a flight route through distortioncorrection of an image and an analysis of a change in image resolutionwith reference to calibration information of the imaging device.

The measurement value correcting unit 5130 may correct a value measuredby the radio altitude sensor using the altitude value of the image. Themeasurement value correcting unit 5130 may extract an altitude valuefrom an object which exists on a route and may substitute the altitudevalue into a route coordinate of the unmanned aerial vehicle at aconstant interval. If the unmanned aerial vehicle arrives at the routecoordinate, the measurement value correcting unit 5130 may recognize aresolution height of an image corresponding to a coordinate which is incontact with the object and may correct a value measured by the radioaltitude sensor of the unmanned aerial vehicle based on the resolutionheight.

Also, the measurement value correcting unit 5130 may support an offlineimage processing scheme to minimize a risk to a communication andfuselage infrastructure environment upon autonomous flight.

The measurement value correcting unit 5130 may repeatedly collectsurface image data through autonomous flight of the unmanned aerialvehicle and may reflect the collected surface image data in routecontrol, ground control, and route map data through an analysis of achange in resolution, thus generating or verifying a new route through asimulation. For this purpose, a simulation verification system may beestablished.

The flight controller 5140 may control flight altitude through shiftingcontrol based on the corrected value of the radio altitude sensor.

Meanwhile, the system 5100 for controlling the unmanned aerial vehicleaccording to an embodiment may further include a route controller. Theroute controller may receive FDR data, including radio altitude sensor,GPS, and INS information, transmitted via a transmitter by the unmannedaerial vehicle and may analyze the GPS information, a value measured bythe radio altitude sensor, and information about an altitude establishedabove a layer, thus verifying whether the unmanned aerial vehiclemaintains vertical separation and flight altitude restriction duringautonomous flight.

Therefore, unmanned aerial vehicle control technologies which facilitateautonomous flight of an invisible area may be provided to overcome alimit of an operation in a visible range of a pilot to an area where itis difficult to keep an altitude value constant due to a ground objectand the like. Also, a method and system for controlling an unmannedaerial vehicle to facilitate safe autonomous flight of the unmannedaerial vehicle in an invisible area by matching route map data stored inthe unmanned aerial vehicle with a location coordinate, processing analtitude value of an image of a ground object, and correcting a valuemeasured by the radio altitude sensor may be provided.

Hereinafter, a description will be given in detail of a system forcontrolling an unmanned aerial vehicle according to another aspect.

FIG. 52 is a block diagram illustrating a configuration of a system forcontrolling an unmanned aerial vehicle according to another embodiment.

Referring to FIG. 52, a system 5200 for controlling the unmanned aerialvehicle may include a flight actuation unit 5210, a sensor unit 5220, amemory unit 5230, and a controller 5240. According to an embodiment, thesystem 5200 may further include a wireless communication unit 5250.

The flight actuation unit 5210 may generate a lift force and a flightforce for flight of the unmanned aerial vehicle.

The sensor unit 5220 may measure a flight altitude of the unmannedaerial vehicle.

The memory unit 5230 may store route map data generated by a controlcenter based on a mission of the unmanned aerial vehicle and programinstructions for flight of the unmanned aerial vehicle.

The controller 5240 may control the flight actuation unit 5210 to fly ona route above a layer, defined in stored route map data and maintain aflight altitude defined above the layer using the result of comparing aresolution height corresponding to a way point on the route with a valuemeasured by a radio altitude sensor of the sensor unit 5220, in whichthe flight altitude is measured.

Herein, the layer may be vertically and separately shaped on a 3D spaceto have a constant altitude value from the earth's surface on which theunmanned aerial vehicle may fly based on a mission. The route may beestablished above the layer and may include at least two or more waypoints.

If a resolution height for a way point is previously stored, thecontroller 5210 may compare a resolution height with a value measured bythe radio altitude sensor. If there is a difference between theresolution height and the value measured by the radio altitude sensor asa result of the comparison, the controller 5210 may correct a value setby the radio altitude sensor to the resolution height and may controlthe flight actuation unit 5210 to maintain a flight altitude using thecorrected value of the radio altitude sensor.

If a resolution height previously stored for a way point is not stored,the controller 5240 may maintain the value measured by the radioaltitude sensor and may store a resolution value of a ground objectlocated below the way point in the memory unit 5230.

When a fault occurs while the unmanned aerial vehicle performs itsmission, the controller 5240 may control the flight actuation unit 5210to move to a safe zone.

When an emergency occurs while the unmanned aerial vehicle performs themission, the controller 5240 may control the flight actuation unit 5210to be converted into a manual operation mode and perform flight by anoperation of an operation system of the unmanned aerial vehicle.

If it is necessary for moving to another layer while the unmanned aerialvehicle performs autonomous flight above an initially assigned layer,the controller 5240 may control the flight actuation unit 5210 to moveto a layer changeable zone based on layer movement information and flyto a layer to be changed in the layer changeable zone.

Herein, the layer movement information may be previously stored in thememory unit 5230 and may be received from a control system via thewireless communication unit 5250.

The wireless communication unit 5250 may communicate with the operationsystem of the unmanned aerial vehicle. Thus, if a flight fault occursduring flight, the controller 5240 may report the occurrence of thefault to the operation system of the unmanned aerial vehicle via thewireless communication unit 5250 or may transmit information capturingemergencies to the operation system of the unmanned aerial vehicle viathe wireless communication unit 5250 when the emergencies occur whilethe unmanned aerial vehicle performs the mission.

Further, the wireless communication unit 5250 may transmit a layerchange request message of the unmanned aerial vehicle to the controlsystem and may receive layer movement information from the controlsystem, through communication with a control system. Hereinafter, adescription will be given in detail of the system for controlling theunmanned aerial vehicle using an embodiment.

FIG. 30 is a block diagram illustrating a configuration of an unmannedaerial vehicle according to another embodiment. Components of theunmanned aerial vehicle may be connected in an electronic manner or amechanical manner.

Referring to FIG. 30, an unmanned aerial vehicle 3050 according toanother embodiment may include a controller 3000, a GPS receiving unit3002, an atmospheric pressure sensor 3004, an image sensor unit 3006, aradio altitude sensor unit 3008, an ultrasonic sensor unit 3010, amemory unit 3012, an accelerometer 3014, a payload actuation unit 3016,a communication unit 3018, a flight actuation unit 3020, a geomagneticsensor 3022, a gyroscope sensor 3024.

The GPS receiving unit 3002 may receive a signal from a GPS satelliteand may measure a current location of the unmanned aerial vehicle 3050.The controller 3000 may ascertain a location of the unmanned aerialvehicle 3050 using the current location of the unmanned aerial vehicle3050. The controller 3000 may include at least one central processingunit (CPU) which is a general purpose processor and/or a dedicatedprocessor such as an application specific integrated circuit (ASIC), afield-programmable gate way (FPGA), or a digital signal processor (DSP).

The atmospheric pressure sensor 3004 may measure an atmospheric pressurearound the unmanned aerial vehicle 3050 and may transmit the measuredvalue to the controller 3000 to measure a flight altitude of theunmanned aerial vehicle 3050.

The image sensor unit 3006 may capture objects via optical equipmentsuch as a camera, may convert an optical image signal incident from thecaptured image into an electric image signal, and may transmit theconverted electric image signal to the controller 3000.

The radio altitude sensor unit 3008 may transmit microwaves to theearth's surface and may measure a distance based on a time of arrival(TOA) according to a signal reflected from the earth's surface, thustransmitting the measured value to the controller 3000. An ultrasonicsensor unit a synthetic aperture radar (SAR) may be used as the radioaltitude sensor unit 3008. Thus, the controller 3000 of the unmannedaerial vehicle 3050 may observe a ground object and the earth's surfaceconcurrently with measuring an altitude using the radio altitude sensorunit 3008.

The ultrasonic sensor unit 3010 may include a transmitter whichtransmits ultrasonic waves and a receiver which receives ultrasonicwaves, and may measure a time until transmitted ultrasonic waves arereceived and may transmit the measured time to the controller 3000.Thus, the controller 3000 may ascertain whether there is an objectaround the unmanned aerial vehicle 3050. Therefore, if there is anobstacle around the unmanned aerial vehicle 3050 through a valuemeasured by the ultrasonic sensor unit 3010, the controller 3000 maycontrol the flight actuation unit 3020 for collision avoidance tocontrol a location and speed.

The memory unit 3012 may store information (e.g., program instructions)necessary for an operation of the unmanned aerial vehicle 3050, a routemap, flight information associated with autonomous flight, and a varietyof flight information ascertained during flight. Also, the memory unit3012 may store resolution height information measured for each way pointand a value measured by the radio altitude sensor unit 3008.

The accelerometer 3014 may be a sensor which measures acceleration ofthe unmanned aerial vehicle 3050, and may measure acceleration of an x-,y-, and z-axis direction and may transmit the measured acceleration tothe controller 3000.

The communication unit 3018 may communicate with a ground control centerand a company which operates the unmanned aerial vehicle 3050 throughwireless communication and may transmit and receive flight informationand control information on a periodic basis with the control center andthe company. Also, the communication unit 3018 may access a mobilecommunication network via a base station around the unmanned aerialvehicle 3050 and may communicate with the control center or the company.The controller 3000 may communicate with an operation system or acontrol system via the communication unit 3018. If a remote controlcommand is received from the operation system, the controller 300 maytransmit a control signal for controlling flight of the unmanned aerialvehicle 3050 to the flight actuation unit 3020 or may provide a controlsignal for actuating the payload actuation unit 3016 to the payloadactuation unit 3016 to collect or deliver an object, based on thereceived remote control command.

Further, the controller 3000 may transmit an image collected by theimage sensor unit 3006 to the operation system or the control system viathe communication unit 3018.

The geomagnetic sensor 3022 may be a sensor which measures the earth'smagnetic field and may transmit the measured value to the controller3000 to be used to measure an orientation of the unmanned aerial vehicle3050.

A gyro sensor 3024 may measure an angular speed of the unmanned aerialvehicle 3050 and may transmit the measured value to the controller 3000.The controller 3000 may measure a tilt of the unmanned aerial vehicle3050.

The controller 3000 may control overall functions of the unmanned aerialvehicle 3050 according to an embodiment and may perform methods of FIGS.26 and 27. The controller 3000 may perform overall control such that theunmanned aerial vehicle 3050 flies along a route stored in the memoryunit 3012 and may compare an altitude value measured by the radioaltitude sensor unit 3008 with a resolution height obtained by the imagesensor unit 3006 per predetermined way point. Although there is a groundobject on a way point, the controller 3000 may allow the unmanned aerialvehicle 3050 to maintain a specified flight altitude.

The controller 3000 may control the payload actuation unit 3016 to dropor collect a cargo based on a cargo delivery manner of the unmannedaerial vehicle 3050 when the unmanned aerial vehicle 3050 collects ordeliver the cargo loaded into a payload of the unmanned aerial vehicle3050 from or to a specific point.

In this case, if a hoist is included in the payload actuation unit 3016of the unmanned aerial vehicle 3050, when the unmanned aerial vehicle3050 drops or collects the cargo, the controller 3000 may control thepayload actuation unit 3016 to lower the cargo to a delivery point orcollect the cargo from a collection point using the hoist. In detail,the unmanned aerial vehicle 3050 may deliver the cargo by lowering arope to the cargo is fixed by a distance between a flight altitude and adelivery point to deliver the cargo to the delivery point using thehoist while maintaining the flight altitude corresponding to a specifiedlayer. After lowering the rope by a distance between a flight altitudeand a collection point in case of collecting the cargo, if verifyingthat the cargo is fixed to a hook of the rope, the controller 3000 maycontrol the payload actuation unit 3016 such that the hoist winds up therope.

Further, the controller 3000 may control the flight actuation unit 3020to control a lift force and a flight speed of the unmanned aerialvehicle 3050. The controller 3000 may control the flight actuation unit3020 such that a current flight altitude does not depart from aspecified layer in consideration of a flight altitude measured by theradio altitude sensor unit 3008 and a resolution height.

The controller 3000 may control the flight actuation unit 3020 to moveto a layer changeable zone. After moving to the layer changeable zone,the controller 3000 may control the flight actuation unit 3020 such thatthe unmanned aerial vehicle 3050 performs flight for a layer changeprocedure based on information included in layer movement informationafter the unmanned aerial vehicle 3050 moves to the layer changeablezone.

The flight actuation unit 3020 may generate a lift force and a flightforce of the unmanned aerial vehicle 3050 and may include a plurality ofpropellers, a motor for adjusting each of the plurality of propellers,or an engine. The flight actuation unit 3020 may maintain a movementdirection, an attitude, and a flight altitude of the unmanned aerialvehicle 3050 by adjusting a roll, a yaw, and a pitch which is threemovement directions of the unmanned aerial vehicle 3050 based on controlof the controller 3000.

FIG. 31 is a flowchart illustrating an operation method of an unmannedaerial vehicle operation system according to another embodiment.

Referring to FIG. 31, the operation method of the unmanned aerialvehicle operation system may be performed by the unmanned aerial vehicleoperation system (hereinafter simply referred to as “operation system”).In this case, the operation method of the unmanned aerial vehicleoperation system according to another embodiment may be an operationmethod for operating an unmanned aerial vehicle according to anotherembodiment described with reference to FIG. 30.

In operation 3100, the operation system may generate autonomous flightinformation of the unmanned aerial vehicle to perform autonomous flight.In operation 3105, the operation system may transmit an autonomousflight registration request message including the autonomous flightinformation to a control system. Herein, the autonomous flightinformation of the unmanned aerial vehicle may include fuselageinformation, flight mission information, and the like of the unmannedaerial vehicle.

Table 1 represents an example of the fuselage information included inthe autonomous flight information of the unmanned aerial vehicle.

TABLE 1 Field Description Standards Fuselage length, wingspread, andfuselage height Engine/motor Manufacturer, kind, type, whether there isauthentication, maximum power, maximum rotational speed, and temperaturelimit Fuel Fuel quantity Battery Voltage, weight, charging time, thenumber of cells, and battery capacity Information about Manufacturer,kind, type, and whether there is propellant such as authenticationpropeller/rotor Maximum weight Maximum takeoff weight and maximum(including payload) landing weight its own weight (body) Weight exceptfor fuel Speed limit Maximum flight speed, cruising speed, and stallingspeed Maximum operation Meter and feet altitude Flight time Given timeand accumulated flight time OS Type of OS and version of OS PayloadPresence or absence Manufacturing serial Manufacturing serial number ofunmanned number aerial vehicle Others Information about occurrence ofaccident and damaged degree Payload information Whether payload isloaded and loadable weight

Table 2 represents an example of flight mission information included inautonomous flight information of an unmanned aerial vehicle.

TABLE 2 Field Description Takeoff and landing Manual, Automatic, and theothers method Navigation device Main/sub navigation device Failuresystem Alternative and procedure (move to safe zone, return to takeoffplace, and unfold parachute) when it is impossible to control unmannedaerial vehicle and when fuselage is abnormal Available ground Fixedtype, remote control, and mobile device control system FrequencyFrequency band/output, distance range, and the number of availablechannels Operable environment Limit temperature, limited wind speed, andthe like Operation information Flight time accumulated beforeregistration, important performance mission before registration, failuredetails, the number of times of failure, damaged degree, flight starttime, and flight end time

In Table 2, a takeoff and landing method field may be a field in which atakeoff and landing method of an unmanned aerial vehicle is defined. Ifthe corresponding field indicates “manual”, an operator or manager ofthe unmanned aerial vehicle may control takeoff and landing when theunmanned aerial vehicle takes off and lands. If the corresponding fieldindicates “automatic”, the unmanned aerial vehicle takes off and landsbased on a previously programmed command. A failure system field may bea field in which alternatives and procedures are defined if emergenciesoccur in the unmanned aerial vehicle and if it is impossible to controlthe unmanned aerial vehicle. For example, the failure system field mayinclude information about a landing zone which is a safe zone where theunmanned aerial vehicle may land in emergencies, for example,communication with a control system is cut off, information about areturn to a takeoff zone and information about a flight route to a safezone, and information about procedures of unfolding a parachute for safelanding if a flight force is lost. Also, the failure system field mayinclude information about a civilian upon emergencies of the unmannedaerial vehicle or information about a point for preventing the unmannedaerial vehicle from colliding with a residential facility. Uponemergencies, the unmanned aerial vehicle may maximally prevent damage ofcivilians by flying except for populated area of civilians based on theinformation defined in the failure system field.

In operation 3110, the operation system may verified whether arecommended transponder loading request message for the unmanned aerialvehicle which requests the control system to register autonomous flightin operation 3105 is received from the control system. Herein, therecommended transponder loading request message received from thecontrol system may mean that a transponder loaded into the unmannedaerial vehicle does not meet a condition or that a transponder is notloaded into the unmanned aerial vehicle. For the control system toidentify the unmanned aerial vehicle and monitor flight of the unmannedaerial vehicle, it is preferable that a transponder which maycommunicate with the control system is loaded into the unmanned aerialvehicle.

In operation 3110, if the recommended transponder loading requestmessage is received, in operation 3115, the operation system may load atransponder recommended by the control system into the unmanned aerialvehicle. In operation 3120, the operation system may receive a testresult from the control system.

In contrast, if the recommended transponder loading request message isnot received or if the test result is received, it is meant thatauthentication (test) of the transponder loaded into the unmanned aerialvehicle is completed at the control system. In operation 3125, theoperation system may verify whether an autonomous flight approvalmessage is received.

If the autonomous approval message is not received in operation 3125, inoperation 3110, the operation system may regenerate autonomous flightinformation for autonomous flight of the unmanned aerial vehicle and mayretransmit an autonomous flight registration request message.

Also, if the autonomous flight approval message is received, inoperation 3130, the operation system may be assigned an authenticatedroute and layer from the control system. In operation 3135, theoperation system may download the authentication route and layer to theunmanned aerial vehicle to perform autonomous flight.

In operation 3140, the operation system may operate the unmanned aerialvehicle above the authenticated layer and route over a flight start andend time of the unmanned aerial vehicle.

An example of the autonomous flight approval message transmitted fromthe control system to the operation may be represented as Table 3 below.

TABLE 3 Field Description Identification information Authentication codeand identifier of unmanned aerial vehicle Layer information Layerinformation according to mission Route information Route and way pointinformation according to mission Mission code Code for each mission ofunmanned aerial vehicle Safety regulation Safety regulation information(minimum information flight altitude, maximum flight altitude, speed,flight environment condition, given time, distance, ascending rate(m/s), descending rate (m/s), and the like) corresponding to missioncode Communication Given frequency and communication information channelFlight time verification Flight start time information and flight fieldend time information of approved unmanned aerial vehicle

Referring to Table 3, an authentication code and an identifier may beidentification information for identifying the unmanned aerial vehicle.Layer information may be layer information assigned based on a missionof the unmanned aerial vehicle. A mission code may be informationindicating whether a mission of the unmanned aerial vehicle is any ofmissions such as delivery, crime watch, reconnaissance, forest fireobservation, measurement, a relief operation, weathering, andmeasurement of air pollution. Identification information of the unmannedaerial vehicle may be information for identifying the unmanned aerialvehicle from the control system after an authentication procedurebetween the unmanned aerial vehicle and the control system. Safetyregulation information may indicate information about if there is safetyregulation corresponding to a mission code.

FIG. 32 is a flowchart illustrating an operation method of an unmannedaerial vehicle operation system according to another embodiment.

Referring to FIG. 32, the operation method of the unmanned aerialvehicle operation system according to another embodiment may beperformed by the unmanned aerial vehicle operation system. In this case,the operation method of the unmanned aerial vehicle operation systemaccording to another embodiment may be included in an operation methodfor operating an unmanned aerial vehicle according to another embodimentin operation 3140 of FIG. 31.

In operation 3200, the operation system may select an unmanned aerialvehicle which may perform a mission among a plurality of unmanned aerialvehicles.

In operation 3202, the operation system may receive route informationand layer information corresponding to the mission from a controlsystem. Herein, the route information and the layer information may bereceived from the control center, included in an autonomous flightapproval message. In this case, operation 3202 may include operations3100 to 3125 described with reference to FIG. 31.

In operation 3204, the operation system may download the received routeinformation and layer information to the selected unmanned aerialvehicle. In operation 3206, if a mission start time of the selectedunmanned aerial vehicle arrives, the operation system may instruct theselected unmanned aerial vehicle to start the mission. Herein, if theoperation system transmits a mission start message to the unmannedaerial vehicle, the unmanned aerial vehicle may start to fly forperforming a mission based on flight start time information included inTable 3.

In operation 3208, the operation system may receive flight informationon a periodic basis from the unmanned aerial vehicle. Alternatively, ifan event occurs in the unmanned aerial vehicle, the operation system mayreceive flight information about the corresponding event. Herein, theevent may include a result of self-diagnosis continuously performedduring flight by the unmanned aerial vehicle, a case where a fault isgenerated, or a case where an accident or incident occurs while theunmanned aerial vehicle performs its mission.

If it is verified that the fault of the unmanned aerial vehicle isgenerated from the received flight information in operation 3210, inoperation 3222, the operation system may instruct the unmanned aerialvehicle to move to a collection point. Herein, the collection point maybe determined in advance between the control system and the operationsystem, and may be a point determined not to be usually assigned toother unmanned aerial vehicles to be used in only emergencies or a pointpreviously defined as a safe zone. Also, a layer and route used to moveto a collection point because a fault is generated in the unmannedaerial vehicle may be a layer and route for emergency, set to be used inonly emergencies by the control system.

Meanwhile, the operation system may actuate a means, such as aparachute, for preventing an impact due to ground collision inpreparation for a severe fault where the unmanned aerial vehicle inwhich the fault is generated does not move to the collection point.

In operation 3224, the operation system may select an unmanned aerialvehicle which may replace the mission of the unmanned aerial vehicle inwhich the fault is generated among unmanned aerial vehicles of a standbystate. In this case, it is assumed that an authentication procedure ofthe unmanned aerial vehicle which may replace the mission may beperformed in advance from the control system.

In operation 3226, the operation system may download the routeinformation and layer information of the unmanned aerial vehicle inwhich the fault is generated to the selected unmanned aerial vehicle. Inoperation 3228, the operation system may instruct the unmanned aerialvehicle to move to a point where the fault is generated, and maycontinuously receive flight information from the replaced unmannedaerial vehicle and may instruct the replaced unmanned aerial vehicle toperform a mission.

In operation 3230, the operation system may collect the unmanned aerialvehicle in which the fault is generated from the collection point. Inoperation 3232, the operation system may ascertain a cause of the fault.In operation 3234, the operation system may transmit the cause of thefault to the control system. In this case, in operation 3230, theoperation system may collect the unmanned aerial vehicle in which thefault is generated, using a separate unmanned aerial vehicle forcollection. In this case, the unmanned aerial vehicle for collection maybe a fuselage in which an authentication procedure is completed inadvance from the control system. Since the unmanned aerial vehicle forcollection previously stores layer information, flight information, andthe like for emergency for collection, it may immediately perform flightfor collection of an unmanned aerial vehicle in which a fault isgenerated when a collection situation occurs. In contrast, if a fault isnot generated in the unmanned aerial vehicle which is performing amission in operation 3210, in operation 3212, the operation system mayreceive information obtained by the unmanned aerial vehicle. Herein, theobtained information may be an image and the like obtained by imageequipment and the like loaded into the unmanned aerial vehicle which isperforming the mission, for example, may include an image of a crime orincident scene and images necessary for being used in a place, such as arailroad, a plant, an oil pipeline, a military ceasefire line, or aprison, necessary for a continuous monitoring task. Also, the obtainedinformation may be an image captured by a thermo-graphic camera formaintenance of a railroad, a plant, and a building. In addition, if amission of the unmanned aerial vehicle is weathering, measurement of airpollution, and the like, data measured during flight may be the obtainedinformation.

If the unmanned aerial vehicle performs the mission and returns inoperation 3214, in operation 3216, the operation system may verifywhether route information and layer information are abnormal throughflight information stored while the unmanned aerial vehicle flies. If itis necessary for changing the layer and route in operation 3218, inoperation 3220, the operation system may request the control system tochange the layer and route of the unmanned aerial vehicle.

In contrast, if the unmanned aerial vehicle does not return in operation3214, in operation 3208, the operation system may receive flightinformation of the unmanned aerial vehicle. Also, if it is unnecessaryfor changing the layer and route in operation 3218, in operation 3202,the operation system may receive route information and layer informationcorresponding to the mission.

FIG. 33 is a flowchart illustrating an unmanned aerial vehicle operationmethod of an operation system according to another embodiment and is aflowchart illustrating a method in which the operation system is acompany of operating a goods delivery service using the unmanned aerialvehicle. In this case, an unmanned aerial vehicle operation method of anunmanned aerial vehicle operation system according to another embodimentmay be included in an operation method for operating an unmanned aerialvehicle according to another embodiment in operation 3140 of FIG. 31.

Since operations 3300, 3302, 3304, 3306, 3308, 3310, 3312, 3314, 3316,3318, and 3320 of FIG. 33 are overlapped with operations 3200, 3202,3204, 3306, 3208, 3210, 3212, 3214, 3216, 3218, to 3220 of FIG. 32, adescription for this will be omitted.

In operation 3322, an operation system may transmit a safe zone movementmessage, for instructing an unmanned aerial vehicle in which a fault isgenerated to move to a safe zone, to unmanned aerial vehicle in whichthe fault is generated. Herein, the safe zone may be a point determinednot to be usually assigned to other unmanned aerial vehicles to be usedin only emergencies. Also, a layer and route used to move to the safezone because the fault is generated in the unmanned aerial vehicle maybe a layer and route for emergency, set to be used in only emergenciesby a control system.

In operation 3324, the operation system may select an unmanned aerialvehicle which may replace a mission of the unmanned aerial vehicle inwhich the fault is generated among unmanned aerial vehicles of a standbystate. In this case, it is assumed that an authentication procedure ofthe unmanned aerial vehicle which may replace the mission may beperformed in advance from the control system.

In operation 3326, the operation system may download route informationand layer information of the unmanned aerial vehicle in which the faultis generated to the selected unmanned aerial vehicle. In operation 3328,the operation system may instruct the unmanned aerial vehicle to move tothe safe zone.

In operation 3330, the operation system may notify the control systemwhich controls the unmanned aerial vehicle or a computer or a portableterminal of a goods receiver of information about the generation of thefault and a goods delivery time delay due to the generation of thefault.

In operation 3332, the operation system may collect the unmanned aerialvehicle in which the fault is generated. In operation 3334, theoperation system may ascertain a cause of the fault using an FDR of theunmanned aerial vehicle. In operation 3336, the operation system maytransmit the cause of the fault to the control system.

Hereinafter, a description will be given of a method for performingflight at an unmanned aerial vehicle according to an embodiment. Anoperation method of the unmanned aerial vehicle may interwork with theabove-mentioned unmanned aerial vehicle operation system.

The method for performing the flight at the unmanned aerial vehicle mayinclude performing authentication for autonomous flight with a controlcenter, downloading route map data generated by the control center basedon a mission of the unmanned aerial vehicle, flying on a route above alayer defined in the downloaded route map data, and maintaining a flightaltitude defined above the layer using a resolution height correspondingto a way point on the route. Herein, the layer may be vertically andseparately shaped on a 3D space to have a constant altitude value fromthe earth's surface where the unmanned aerial vehicle may fly based onthe mission. The route may be established above the layer and mayinclude at least two way points.

The method may further include, if a flight fault is generated duringflight, reporting the generation of the fault to an operation system ofthe unmanned aerial vehicle.

The method may further include, when a fault is generated during themission is performed, moving to a safe zone.

The method may further include, when an emergency occurs while themission is performed, performing flight by an operation of an operationsystem of the unmanned aerial vehicle.

The method may further include, when an emergency occurs while themission is performed, transmitting information captured in the emergencyto an operation system of the unmanned aerial vehicle.

Hereinafter, a description will be given in detail of an example of themethod for performing flight at the unmanned aerial vehicle.

FIG. 34 is a flowchart illustrating an operation of an unmanned aerialvehicle according to another embodiment.

Referring to FIG. 34, the operation of the unmanned aerial vehicleaccording to another embodiment may be performed by the unmanned aerialvehicle. In this case, the operation of the unmanned aerial vehicleaccording to another embodiment may be an operation method of anunmanned aerial vehicle according to another embodiment described withreference to FIG. 30.

In operation 3400, the unmanned aerial vehicle may receive power from anoperation system. In operation 3402, the unmanned aerial vehicle mayperform a procedure of authentication a control system and atransponder. Herein, the performed authentication procedure may includeany procedure, which is not described in the specification, ofperforming authentication for control of the unmanned aerial vehicle atthe control system as well as the procedure of authenticating thetransponder.

In operation 3404, the unmanned aerial vehicle may download routeinformation and layer information from the operation system. Inoperation 3406, the unmanned aerial vehicle may verify whether a flightstart time arrives.

In this case, if the flight start time does not arrive, in operation3408, the unmanned aerial vehicle may wait until the flight start time.If the flight start time arrives, in operation 3410, the unmanned aerialvehicle may start to fly. In this case, before starting to fly, theunmanned aerial vehicle may perform a procedure (e.g., check anoperation of an elevator, ailerons, rudder, or the like) for starting tofly before starting to fly. The unmanned aerial vehicle may beconfigured to start to fly if the procedure for starting to fly isnormal.

In operation 3412, the unmanned aerial vehicle may fly along way pointsdefined on the downloaded layer and route. In operation 3414, theunmanned aerial vehicle may store flight information and may report theflight information to the operation system or the control system. Inoperation 3416, the unmanned aerial vehicle may perform a mission. Inthis case, the unmanned aerial vehicle may perform the mission whilemaintaining a constant flight altitude defined above the layer.

In operation 3418, the unmanned aerial vehicle may perform aself-diagnosis while performing the mission. In operation 3420, theunmanned aerial vehicle may verify whether a fault is generated.

If the fault is generated in operation 3420, in operation 3422, theunmanned aerial vehicle may report the generation of the fault to theoperation system or the control system. In operation 3424, the unmannedaerial vehicle may move to a collection point. In this case, a locationto which the unmanned aerial vehicle moves may be a safe zone ratherthan the collection point.

In contrast, if the fault is not generated in operation 3420, inoperation 3426, the unmanned aerial vehicle may verify whether a flightcompletion time arrives. If the flight completion time does not arrive,in operation 3412, the unmanned aerial vehicle may continue flying alongthe way points. In contrast, if the flight completion time arrives inoperation 3426, in operation 3428, the unmanned aerial vehicle mayreturn to a source.

FIG. 35 is a flowchart illustrating an unmanned aerial vehicle controlmethod of a control system according to another embodiment.

Referring to FIG. 35, the unmanned aerial vehicle control method of thecontrol system according to another embodiment may be performed by thecontrol system. In this case, the unmanned aerial vehicle control methodof the control system according to another embodiment may be a methodfor controlling an unmanned aerial vehicle according to anotherembodiment described with reference to FIG. 30.

In operation 3500, the control system may receive an autonomous flightregistration request from an operation system of an unmanned aerialvehicle. In operation 3502, the control system may perform anauthentication procedure with the unmanned aerial vehicle requested tobe registered. Herein, the performed authentication procedure mayinclude a procedure of authenticating whether a transponder loaded intothe unmanned aerial vehicle is a recommended transponder.

If authentication for the unmanned aerial vehicle is not completed inoperation 3504, in operation 3506, the control system may transmit arecommended transponder loading request message for requesting to loadthe recommended transponder to the unmanned aerial vehicle or theoperation system of the unmanned aerial vehicle.

In contrast, if the authentication for the unmanned aerial vehicle iscompleted, in operation 3508, the control system may obtain informationand mission information of the unmanned aerial vehicle from theoperation system. In operation 3510, the control system may verifywhether there is information about a previously established route andlayer corresponding to the obtained information.

If there is the information about the previously established route andlayer in a database in operation 3510, in operation 3512, the controlsystem may execute a simulation using the obtained mission information.In operation 3514, the control system may assign the authenticated routeand layer to the unmanned aerial vehicle as a result of the simulation.In operation 3516, the control system may transmit information about theassigned route and layer to the operation system. In operation 3518, thecontrol system may control an unmanned aerial vehicle reported to startto fly.

Meanwhile, if there is no the information about the previouslyestablished route and layer in the database, in operation 3520, thecontrol system may select an unmanned aerial vehicle corresponding to acondition of the unmanned aerial vehicle which applies for theautonomous flight among unmanned aerial vehicles previously possessed bythe control system and may establish a new route and layer via theselected unmanned aerial vehicle.

In operation 3522, the control system may transmit information about theestablished new route and layer to the operation system of the unmannedaerial vehicle. In operation 3524, the control system may storeinformation about the established new route and layer in the database.

FIG. 36 is a flowchart illustrating an unmanned aerial vehicle operationmethod of an operation system according to another embodiment.

Referring to FIG. 36, the unmanned aerial vehicle operation method ofthe operation system according to another embodiment may be performed bythe operation system. In this case, the unmanned aerial vehicleoperation method of the operation system according to another embodimentmay be a method for operating an unmanned aerial vehicle according toanother embodiment in operation 3140 of FIG. 31.

In operation 3600, the operation system may receive flight relatedinformation and an image obtained by an unmanned aerial vehicle from theunmanned aerial vehicle. In operation 3602, the operation system mayverify whether an event is generated. Herein, the event may includeoccurrence of a crime, occurrence of an accident such as fire,occurrence of a crack for facilities such as buildings, and the like.

If the event is generated, in operation 3604, the operation system mayverify whether an operation mode of the unmanned aerial vehicle ischanged to a manual control mode. The procedure of verifying whether theoperation mode of the unmanned aerial vehicle is changed to the manualcontrol mode in operation 3604 at the operation system may be performedby verifying whether a manual control command is input from an operator.

If the operation mode of the unmanned aerial vehicle is not changed tothe manual control mode in operation 3604, in operation 3612, theoperation system may process the generated event by previouslyprogrammed commands. For example, if the generated event is occurrenceof a crime, the unmanned aerial vehicle may capture an object of acorresponding point or a moving object at high magnifications, maytransmit an image captured using equipment such as a night vision to theoperation system, or may trace a moving object. If program instructionsfor flying operations are stored in the unmanned aerial vehicle, theunmanned aerial vehicle may process the generated event based on thepreviously stored commands.

In contrast, if the operation mode of the unmanned aerial vehicle ischanged to the manual control mode in operation 3604, in operation 3606,the operation system may transmit a message for controlling the unmannedaerial vehicle by control commands input from the operator to theunmanned aerial vehicle. In operation 3608, the operation system maytransmit processing commands for a point where the event is generated tothe unmanned aerial vehicle and may process the event generated inoperation 3602. For example, the operation system may process the eventbased on a command, such as a camera angle adjustment command, amagnification adjustment command, a fuselage number command, a voicetransmission command, a trace command, or the like, input by theoperator.

In operation 3610, the operation system may transmit event relatedinformation received from the unmanned aerial vehicle to a relatedinstitution such as a police station, a fire station, a security relatedcompany, a troop, or a facility maintenance enterprise.

FIG. 37 is a block diagram illustrating a configuration of an unmannedaerial vehicle according to another embodiment.

Referring to FIG. 37, an unmanned aerial vehicle 3750 according toanother embodiment may include a controller 3700, a GPS receiving unit3702, an atmospheric pressure sensor 3704, an image sensor unit 3706, aradio altitude sensor unit 3708, an ultrasonic sensor unit 3710, amemory unit 3712, an accelerometer 3714, a payload actuation unit 3716,a communication unit 3718, a flight actuation unit 3720, a geomagneticsensor 3722, a gyroscope sensor 3724, a power supply unit 3730, a fuelstorage unit 3732, and a transponder 3734.

The components of the unmanned aerial vehicle 3750 according to anotherembodiment may perform the partially same function as components of anunmanned aerial vehicle 3050 according to another embodiment describedwith reference to FIG. 30. For example, the GPS receiving unit 3702, theatmospheric pressure sensor 3704, the image sensor unit 3706, the radioaltitude sensor unit 3708, the ultrasonic sensor unit 3710, the memoryunit 3712, the accelerometer 3714, the payload actuation unit 3716, thecommunication unit 3718, the flight actuation unit 3720, the geomagneticsensor 3722, and the gyroscope sensor 3724 of the unmanned aerialvehicle 3750 according to another embodiment may perform the samefunctions as a GPS receiving unit 3002, an atmospheric pressure sensor3004, an image sensor unit 3006, a radio altitude sensor unit 3008, anultrasonic sensor unit 3010, a memory unit 3012, an accelerometer 3014,a payload actuation unit 3016, a communication unit 3018, a flightactuation unit 3020, a geomagnetic sensor 3022, and a gyroscope sensor3024 of the unmanned aerial vehicle 3050 according to another embodimentdescribed with reference to FIG. 30. Therefore, an overlappeddescription for these will be omitted. Herein, the components of theunmanned aerial vehicle 3750 according to another embodiment may beconnected to each other in an electronic or mechanical manner.

The power supply unit 3730 may supply power necessary for operating theunmanned aerial vehicle 3750 and may include an internal combustionengine such as an engine or a battery. The fuel storage unit 3732 maystore fuel such as oil, if a power supply source of the unmanned aerialvehicle 3750 is the internal combustion engine such as the engine.

The transponder 3734 may perform authentication for a control system toidentify the unmanned aerial vehicle 3750 and may transmit flightinformation and the like for control of the unmanned aerial vehicle 3750to the control system on a periodic basis.

The controller 3700 may include at least one CPU which is a generalpurpose processor and/or a dedicated processor such as an ASIC(Application Specific Integrated Circuit), an FPGA (Field-programmablegate array), or a DSP (Digital Signal Processor). The controller 3700may control overall functions of the unmanned aerial vehicle 3750according to an embodiment and may perform a method described withreference to FIG. 34.

The controller 3700 may perform overall control such that the unmannedaerial vehicle 3750 flies along a route stored in the memory unit 3712and may compare an altitude value measured by the radio altitude sensorunit 3708 with a resolution height obtained by the image sensor unit3706 at intervals of a way point. If there is a ground object on a waypoint, the unmanned aerial vehicle 3750 may maintain a flight altitude.

Also, if a fault is generated in the unmanned aerial vehicle 3750, thecontroller 3700 may control the flight actuation unit 3720 to move to asafe zone or a collection point stored in the memory unit 3712 and maytransmit fault related information to an operation system via thecommunication unit 3718.

If power supplied from the power supply unit 3730 is lower than powernecessary for an operation of the unmanned aerial vehicle 3750, if fuelof the fuel storage unit 3732 is less than a minimum amount of storage,or if a fault is generated in an operation of the flight actuation unit3720, the controller 3700 may determine that the fault is generated inthe unmanned aerial vehicle 3750 and may transmit the fact that thefault is generated to the operation system or the control system via thecommunication unit 3718.

Also, if an event is generated, the controller 3700 may control theimage sensor unit 3706 based on a procedure corresponding the event toselect an image acquisition direction and an image acquisition mode(infrared rays, X-rays, and the like), store an image obtained by theimage sensor unit 3706 in the memory unit 3712, and transmit the imageto the operation system via the communication unit 3718.

Also, the controller 3700 may control function blocks for performing acommand based on the command received from the operation system or thecontrol system via the communication unit 3718. For example, if an imageacquisition command is received from the operation system or the controlsystem via the communication unit 3718, the controller 3700 may controla view angle, a direction, resolution, magnification, and the like of animage acquisition module of the image sensor unit for image acquisitionbased on the image acquisition command or may control the flightactuation unit 3720 to control a flight direction for obtaining an imagethe operation system or the control system wants.

In addition, if a goods collection or delivery command is received fromthe operation system or the control system via the communication unit3718, the controller 3700 may control the flight actuation unit 3720 tomove to a goods collection or a goods delivery point based on thereceived command and may control the payload actuation unit 3716 toperform an operation of collecting or deliver goods at the goodscollection point or the goods delivery point.

FIG. 38 is a block diagram illustrating an unmanned aerial vehicle, anoperation system, and a control system according to another embodiment.

Referring to FIG. 38, another embodiment may include a control system3800, an operation system 3850, and an unmanned aerial vehicle 3870.Components of the control system 3800, the operation system 3850, andthe unmanned aerial vehicle 3870 may be connected to each other via anelectrically connected bus 3812 to communicate data and a controlsignal.

The control system 3800 may include a simulation database 3802, aprocessor 3804, a memory 3806, a communication unit 3808, and a networkinterface unit 3810.

The communication unit 3808 of the control system 3800 may performwireless communication with the unmanned aerial vehicle 3870. Thenetwork interface unit 3810 may be connected with a network interface3856 of the operation system 3850 to communicate information with theoperation system 3850. The memory 3806 may store program instructionssuch that the processor 3804 of the control system 3800 operatesaccording to embodiments.

The simulation database 3802 of the control system 3800 may storesimulation result information about missions of unmanned aerial vehicleswhich perform autonomous flight and about layer information and routeinformation for each specification of each of the unmanned aerialvehicles, previously established by the control system 3800. If anautonomous flight registration request is received from the operationsystem 3850, the processor 3804 may verify whether layer information androute information corresponding to the requested autonomous flight arepresent in the simulation database (DB) 3802, may perform a simulationthrough specification information of an unmanned aerial vehicle toperform the requested autonomous flight, and may transmit the simulatedresult to the operation system 3850.

The operation system 3850 may include an unmanned aerial vehicleinterface unit 3851, a processor 3852, a memory 3854, the networkinterface unit 3856, and the communication unit 3858.

The communication unit 3858 of the operation system 3850 may communicatea variety of information with a communication unit 3874 of the unmannedaerial vehicle 3870 through wireless communication. The memory 3854 maystore program instructions such that the processor 3852 of the operationsystem 3850 operates according to embodiments and may storespecification information and mission information about a plurality ofunmanned aerial vehicles operated by the operation system 3850.

The unmanned aerial vehicle interface unit 3851 may be connected withthe plurality of unmanned aerial vehicles located in a hanger of theoperation system 3850 to transmit a variety of control information, forexample, supply power, download route information and layer information,and assign a flight mission.

The unmanned aerial vehicle 3870 may include a processor 3872, a memory3873, the communication unit 3874, a flight actuation unit 3875, and animage obtaining unit 3876.

The processor 3872 of the unmanned aerial vehicle 3870 may perform avariety of operations associated with flight of the unmanned aerialvehicle 3870. The memory 3873 may store program instructions executed bythe processor 3872, route information, layer information, a variety offlight information stored during flight, and images obtained by theimage obtaining unit 3876. The processor 3872 may generate a controlsignal for controlling a component for autonomous flight of the unmannedaerial vehicle 3870 based on the program instructions, the routeinformation, the layer information, and the like associated with anoperation of the unmanned aerial vehicle 3870, stored in the memory3873.

The communication unit 3874 may communicate flight information, variousdata, and a variety of control information through wirelesscommunication with the communication unit 3808 of the control system3800 and the communication unit 3858 of the operation system 3850. Theflight actuation unit 3875 may generate a lift force or a flight forceof the unmanned aerial vehicle 3870 based on control of the processor3872. The image obtaining unit 3876 may capture objects based on controlof the processor 3872 during flight. Particularly, the communicationunit 3874 may transmit an image captured by the image obtaining unit3876 to the communication unit 3858 of the operation system 3850 or thecommunication unit 3808 of the control system 3800 and may transmit acontrol signal of the image obtaining unit 3876, received from thecommunication unit 3858 of the operation system 3850 or thecommunication unit 3808 of the control system 3800, to the processor3872. Therefore, the processor 3872 may control various flight controloperations such that the image obtaining unit 3876 captures an image andan operation for obtaining an image.

Embodiments are exemplified as the unmanned aerial vehicle flies alongthe route above the previously established layer. Hereinafter, anembodiment is exemplified as an unmanned aerial vehicle changes a layerand performs autonomous flight.

A method for establishing a route of an unmanned aerial vehicleaccording to another embodiment may include identifying an object fromsurface scanning data and shaping a space, which facilitates autonomousflight of the unmanned aerial vehicle, as a layer, determining waypoints for generating a route of the unmanned aerial vehicle on theshaped layer, collecting surface image data for the way points from theshaped layer, analyzing a change in image resolution according to adistance from the object through the collected surface image data andextracting altitude values on each way point, and generating flight pathinformation of the unmanned aerial vehicle including at least one of theshaped layer, way points, the altitude values, and a flight path whichis a line of connecting the way points.

Herein, each of the way points may indicate a location of a groundobject which exists on the earth's surface of a point where the unmannedaerial vehicle performs autonomous flight above the layer or mayindicate a location where the unmanned aerial vehicle performs amission.

The generating of the flight path information of the unmanned aerialvehicle may include, if it is necessary for the unmanned aerial vehicleto move from a departure layer which is an initially assigned layer toanother layer, determining an arrival layer to which the unmanned aerialvehicle will move, and generating layer movement information for movingfrom the departure layer to the arrival layer.

The layer movement information may include at least one of a layerchangeable zone, including a way point zone for changing a layer in aroute for autonomous flight of the unmanned aerial vehicle, a layermovement time, a change zone entry time, and a change zone entry angle.

Hereinafter, a description will be given in detail of an example of themethod for establishing the route of the unmanned aerial vehicle.

FIG. 39 is a flowchart illustrating a method for generating flight pathinformation of an unmanned aerial vehicle for autonomous flight betweenlayers of the unmanned aerial vehicle according to an embodiment.

Referring to FIG. 39, the method for generating the flight pathinformation of the unmanned aerial vehicle for inter-layer autonomousflight of the unmanned aerial vehicle may be performed by an unmannedaerial vehicle route establishment system. The unmanned aerial vehicleroute establishment system may comply with embodiments and may be anunmanned aerial vehicle route establishment system which is describedabove or will be described below.

In operation 3900, the unmanned aerial vehicle route establishmentsystem may identify an object from surface scanning data and may shape aspace, which facilitates autonomous flight, as a layer. In operation3910, the unmanned aerial vehicle route establishment system may collectsurface image data for a flight path from the shaped layer. In operation3920, the unmanned aerial vehicle route establishment system may analyzea change in image resolution according to a distance between a camerawhich scans the earth's surface and the object through the collectedsurface image data and may extract an altitude value on a flight route.In operation 3930, the unmanned aerial vehicle route establishmentsystem may correct a value measured by a radio altitude sensor throughroute verification from the extracted altitude value. Operation 3930 maybe optionally performed.

In operation 3940, the unmanned aerial vehicle route establishmentsystem may generate information about a layer and route where theunmanned aerial vehicle will fly for autonomous flight of the unmannedaerial vehicle. Herein, the layer information may include informationfor identifying a layer assigned for flight among a plurality of layerswhere the unmanned aerial vehicle may fly and information about a layerheight, a layer area, and the like. The flight path information mayinclude a location of each of way points which exist on a flight path ofthe unmanned aerial vehicle above each layer, an altitude value of eachof the way points, a flight path which is a line of connecting the waypoints, and the like. Herein, the flight path and the route may be usedas the same meaning indicating a path for flying on a 3D space.

In operation 3950, the unmanned aerial vehicle route establishmentsystem may determine whether it is possible for inter-layer movement,based on fuselage information or mission information of the unmannedaerial vehicle. For example, if the unmanned aerial vehicle is anunmanned aerial vehicle with performance where it is possible forinter-layer movement, as a result of analyzing weight, battery, fuel,and propellant information included in the fuselage information of theunmanned aerial vehicle, the unmanned aerial vehicle route establishmentsystem may determine that it is possible for the inter-layer movement.Also, in operation 3950, the unmanned aerial vehicle route establishmentsystem may determine whether it is necessary for the inter-layermovement of the unmanned aerial vehicle based on mission detailsincluded in mission information of the unmanned aerial vehicle.

An example of the flight mission information may be represented as Table4.

TABLE 4 Field Description Takeoff and landing Manual, Automatic, and theothers method Navigation device Main/sub navigation device Failuresystem Alternative and procedure (move to safe zone, return to takeoffplace, and unfold parachute) when it is impossible to control unmannedaerial vehicle and when fuselage is abnormal Available ground controlFixed type, remote control, and mobile system device Frequency Frequencyband/output, distance range, and the number of available channelsOperable environment Limit temperature, limited wind speed, and the likeOperation information Flight time accumulated before registration,important performance mission before registration, failure details, thenumber of times of failure, damaged degree, flight start time, andflight end time Mission purpose Information indicating whether missioncorresponds to any of missions such as delivery, crime watch,reconnaissance, forest fire observation, trace, measurement, reliefoperation, weathering, and measurement of air pollution Change of layerduring Display whether it is necessary for flight changing layer

Referring to FIG. 4, in operation 3950, the unmanned aerial vehicleroute establishment system may determine whether it is possible for theunmanned aerial vehicle to move between layers during flight, based onthe flight mission information. If it is possible for the unmannedaerial vehicle to move between the layers, in operation 3960, theunmanned aerial vehicle route establishment system may set layermovement information for the inter-layer movement of the unmanned aerialvehicle. The layer movement information may include at least one oflayer changeable zone location information, including a way point zonefor a change of a layer on a route for autonomous flight of the unmannedaerial vehicle, a layer movement time, a change zone entry time, and achange zone entry angle. In operation 3970, the unmanned aerial vehicleroute establishment system may reflect the layer movement informationset in operation 3960 in an autonomous flight route of the unmannedaerial vehicle. In operation 3980, the unmanned aerial vehicle routeestablishment system may generate flight path information of theunmanned aerial vehicle in which the layer movement information isreflected. In operation 3990, the unmanned aerial vehicle routeestablishment system may transmit the flight path information to theunmanned aerial vehicle or an operation system of the unmanned aerialvehicle. In this case, if there is no operation system of the unmannedaerial vehicle, the unmanned aerial vehicle route establishment systemmay transmit an established route map to only the unmanned aerialvehicle. Also, in a method for transmitting the route map at theunmanned aerial vehicle route establishment system, the route map may betransmitted over a wired or wireless communication network or may betransmitted via a storage medium.

In contrast, if it is impossible for the unmanned aerial vehicle to movebetween the layers in operation 3950, in operation 3980, the unmannedaerial vehicle route establishment system may generate flight pathinformation of the unmanned aerial vehicle, which does not include layermovement information.

FIG. 40 is a flowchart illustrating a method for generating flight pathinformation of an unmanned aerial vehicle for inter-layer autonomousflight of the unmanned aerial vehicle according to another embodiment.

Referring to FIG. 40, the method for generating the flight pathinformation of the unmanned aerial vehicle for the inter-layerautonomous flight of the unmanned aerial vehicle according to anotherembodiment may be shown and may be performed by an unmanned aerialvehicle route establishment system. In operation 4000, the unmannedaerial vehicle route establishment system may shape a layer based on amission of the unmanned aerial vehicle. Herein, a method for shaping thelayer may be performed according to the embodiments described above.Information about the mission of the unmanned aerial vehicle may beobtained from an operation system which requests to generate flight pathinformation for the unmanned aerial vehicle and may be directly obtainedfrom the unmanned aerial vehicle.

If the layer is shaped, in operation 4005, the unmanned aerial vehicleroute establishment system may determine way points for flight of theunmanned aerial vehicle on the shaped layer. Since a procedure ofsetting each way point is described in detail above, a detaileddescription for this will be omitted.

In operation 4010, the unmanned aerial vehicle route establishmentsystem may generate an intra-layer flight path which connects thedetermined way points. In operation 4015, the unmanned aerial vehicleroute establishment system may verify whether it is necessary for changethe layer while the unmanned aerial vehicle flies. Whether it isnecessary for changing the layer may be determined based on missioninformation or fuselage information of the unmanned aerial vehicle andmay be verified based on whether a request from the operation system orthe unmanned aerial vehicle is received.

If it is necessary for changing the layer, in operation 4020, theunmanned aerial vehicle route establishment system may determine anarrival layer to which the unmanned aerial vehicle will move. Inoperation 4025, the unmanned aerial vehicle route establishment systemmay generate layer movement information for moving to the arrival layer.In operation 4030, the unmanned aerial vehicle route establishmentsystem may generate flight path information of the unmanned aerialvehicle, including the generated flight path and the generated layermovement information. In this case, the flight path information of theunmanned aerial vehicle, generated in operation 4030, may include flightpath information on the arrival layer.

In contrast, if it is unnecessary for changing the layer, in operation4030, the unmanned aerial vehicle route establishment system maygenerate a flight path of the unmanned aerial vehicle, including theintra-layer flight path.

In operation 4035, the unmanned aerial vehicle route establishmentsystem may transmit the generated flight path information of theunmanned aerial vehicle to at least one of an operation system, acontrol system, and the unmanned aerial vehicle.

FIG. 41 is a block diagram illustrating a configuration of an unmannedaerial vehicle route establishment system for establishing a route forinter-layer movement of an unmanned aerial vehicle according to anotherembodiment.

As shown in FIG. 41, an unmanned aerial vehicle route establishmentsystem 4100 according to another embodiment may include a layer shapingunit 4110, a data collecting unit 4120, an altitude calculating unit4130, a verification unit 4140, a layer change determining unit 4150,and a route generating unit 4160. The components of this unmanned aerialvehicle route establishment system 4100 may be included in a processorincluded in a server. These components may be implemented to executeoperations 3900 to 3990 included in a method of FIG. 39 or operations4000 to 4035 included in a method of FIG. 40 through an OS and at leastone program code included in a memory.

The layer shaping unit 4110 may shape a plurality of 2D layers on a 3Dspace by calculating a height of an object identified from scan datawith respect to a surface altitude of a corresponding coordinate andconnecting heights of specific points. The 2D layers may be verticallyand separately established.

The data collecting unit 4120 may initially collect surface image datafrom a layer of a flight height restriction height. The data collectingunit 4120 may obtain surface image data using an imaging device, inwhich a calibration value is set at a specific altitude, loaded into anaircraft which captures the earth's surface.

The data collecting unit 4120 may verify spatial geographic informationto collect surface image data, may scan a safe path for flight, maygenerate a detailed fight path, thus collecting the surface image datafor the corresponding path. Particularly, the initial collection of thesurface image data necessary for analyzing a route to establish theroute may be for permitting only flight within a visible area of a pilothaving qualifications and maximally obtaining safety.

The data collecting unit 4120 may set a height value of flight altituderestriction and may verify a value measured by a radio altitude sensor(e.g., a radio altimeter or the like) through an object whichfacilitates verification of a height of flight altitude restriction.Herein, the object which facilitates verification of the height offlight altitude restriction may be a ground structure and the like whichis the same or higher than the height of flight altitude restriction.

In addition, the data collecting unit 4120 may verify information suchas a calibration parameter according to specifications, such asresolution and an image acquisition scheme of the imaging device, and anincident angle and may verify flight information of a fuselage, recordedin an FDR loaded into the unmanned aerial vehicle.

The altitude calculating unit 4130 may analyze a change in imageresolution according to a distance between a camera and an objectthrough the collected surface image data and may extract an altitudevalue on a flight route.

The verification unit 4140 may correct a value measured by the radioaltitude sensor through route verification from the extracted altitudevalue. Also, the verification unit 4140 may verify route information tobe assigned to the unmanned aerial vehicle necessary for changing alayer in advance through a simulation.

The layer change determining unit 4150 may determine whether it isnecessary for the unmanned aerial vehicle to change a layer while theunmanned aerial vehicle performs autonomous flight. If it is necessaryfor the unmanned aerial vehicle to change the layer, the layer changedetermining unit 4150 may define layer movement information for changingthe layer and may reflect the layer movement information in flight pathinformation for the unmanned aerial vehicle.

Herein, the layer movement information may include at least one of layerchangeable zone location information, a changeable zone entry time, alayer movement time (a layer movement start time and a layer movementend time), and a changeable zone entry angle. The layer changedetermining unit 4150 may determine whether it is possible for theunmanned aerial vehicle to fly between layers, may generate layermovement information for each unmanned aerial vehicle to prevent theunmanned aerial vehicle from colliding with other unmanned aerialvehicles which perform autonomous flight, and may include the layermovement information in a route map. Also, the layer change determiningunit 4150 may generate layer movement information when the unmannedaerial vehicle requests to generate the layer movement information,without generating the layer movement information upon establishing aroute.

The route generating unit 4160 may generate a route by defining waypoints for flight of the unmanned aerial vehicle on a layer generatedfor autonomous flight of the unmanned aerial vehicle and connecting thedefined way points. Also, if it is determined that it is necessary forchanging the layer while the unmanned aerial vehicle flies by the layerchange determining unit 4150, the route generating unit 4160 maygenerate a route of the unmanned aerial vehicle, including intra-layerflight path information and inter-layer flight path informationincluding layer movement information for changing a layer. However, theroute generating unit 4160 may preset a layer changeable zone which is azone such that the unmanned aerial vehicle moves between layers. In thiscase, the route generating unit 4160 may set a zone with the relativelyfewest number of times unmanned aerial vehicles fly for each layer andmay connect the zones, thus setting the connected zone to a layerchangeable zone. Also, if the route generating unit 4160 generates aroute for the unmanned aerial vehicle in which it is necessary to changea layer, it may use flight inter-layer path information simulated by theverification unit 4140. A description will be given in detail of layermovement information and a procedure of performing flight for movementbetween layers at the unmanned aerial vehicle with reference to FIGS. 44to 48.

FIG. 42 is a flowchart illustrating an operation method of an unmannedaerial vehicle for movement between layers according to an embodiment.

Referring to FIG. 42, in operation 4202, the unmanned aerial vehicle mayperform autonomous flight along a route. In this case, the autonomousflight of the unmanned aerial vehicle may be performed according to theembodiments described above. In operation 4204, the unmanned aerialvehicle may determine whether it is necessary for changing a layerduring the autonomous flight. The unmanned aerial vehicle may determinewhether it is necessary for changing a layer based on previously storedroute information, a previously defined program, or a control commandfrom a control system or an operation system.

For example, if there is a layer movement route for movement to layer Bwhile the unmanned aerial vehicle performs autonomous flight above layerA along a route previously stored in the unmanned aerial vehicle, inoperation 4204, the unmanned aerial vehicle may determine that it isnecessary for changing the layer. For example, the unmanned aerialvehicle may fly once along a route on layer A based on a previouslydefined program and may move to layer B through a layer movement route.The unmanned aerial vehicle may repeatedly fly along a route on layer Aand may move to layer B through a layer movement route. Procedures forlayer movement of this unmanned aerial vehicle may be defined on a routepreviously established by a route establishment system.

As another example, if a layer movement command is received from thecontrol system or the operation system, in operation 4204, the unmannedaerial vehicle may determine that it is necessary for changing a layerand may perform inter-layer movement. In this case, if a layer movementcommand is received from the control system or the operation system, theunmanned aerial vehicle may move to a layer changeable zone and may moveto another layer through a layer movement route.

As another example, in operation 4204, the unmanned aerial vehicle maydetermine whether it is necessary for changing a layer based on apreviously defined program. In this case, the previously stored programmay be a previously stored operation command, for example, “the unmannedaerial vehicle repeatedly flies a number of times along a route on layerA and moves to layer B”.

If it is unnecessary for changing the layer, in operation 4206, theunmanned aerial vehicle may determine whether the autonomous flight isended. If the autonomous flight is not ended, in operation 4202, theunmanned aerial vehicle may perform autonomous flight along a route.

In contrast, if it is necessary for changing the layer, in operation4208, the unmanned aerial vehicle may move to a layer changeable zone.In operation 4210, the unmanned aerial vehicle may verify whether itenters the layer changeable zone. Whether the unmanned aerial vehicleenters the layer changeable zone may be verified by comparing GPSinformation and current location information of the unmanned aerialvehicle, ascertained by an altitude sensor and the like, with layerchangeable zone location information. If the unmanned aerial vehicledoes not enter the layer changeable zone, in operation 4208, it maycontinue moving to the layer changeable zone. In operation 4208, theunmanned aerial vehicle may move to the layer changeable zone using atleast one of layer changeable zone information (layer changeable zonelocation information, height information, and size information) includedin layer movement information, a layer changeable time, entry pointinformation for moving to another layer, entry angle information, entryspeed information, arrival layer identification information, routeinformation in an arrival layer, changeable zone information, andanother unmanned aerial vehicle information in a changeable zone.

In contrast, if the unmanned aerial vehicle enters the layer changeablezone in operation 4210, in operation 4212, it may perform an operationfor changing a layer. In operation 4214, the unmanned aerial vehicle maymove to a layer (arrival layer) to be changed. The operation of theunmanned aerial vehicle may include a series of operations ofcontrolling a flight actuation unit at a controller or a processor toadjust a lift force or a flight force for altitude rising or falling.Herein, the unmanned aerial vehicle may avoid colliding with anotheraerial vehicle while moving to a layer using at least one of layerchangeable zone information included in layer movement information, alayer changeable time, entry point information for moving to anotherlayer, entry angle information, entry speed information, arrival layeridentification information, route information in an arrival layer,changeable zone information, and another unmanned aerial vehicleinformation in a changeable zone. In operation 4214, the unmanned aerialvehicle may pass through at least one layer to move from a currentlylocated layer to an arrival layer.

If the unmanned aerial vehicle arrives at the layer (arrival layer) tobe changed in operation 4216, in operation 4220, it may fly along aroute assigned to the arrival layer. In contrast, if the unmanned aerialvehicle does not arrive at the arrival layer, in operation 4218, it maycontinue moving until it arrives at the arrival layer. In operation4220, the unmanned aerial vehicle may receive route information assignedto the arrival layer through a wireless communication unit. Also, inoperation 4220, the route information assigned to the arrival layer maybe previously stored in a memory of the unmanned aerial vehicle.

FIG. 43 is a block diagram illustrating a configuration of a routeestablishment system for establishing a route of an unmanned aerialvehicle for movement between layers according to another embodiment.

Referring to FIG. 43, a layer shaping unit 4302, a route determiningunit 4304, a verification unit 4306, a flight path informationgenerating unit 4308, an interface unit 4310, a memory 4312, and acontroller 4314, included in a route establishment system 4300, may beconnected via an electrically connected bus interface 4316 tocommunicate data and a control signal with each other.

As described above, the layer shaping unit 4302 may shape layers forautonomous flight of each unmanned aerial vehicle. In detail, the layershaping unit 4302 may identify an object from surface scanning dataobtained through an aerial photograph and the like, may shape a space,which facilitates autonomous flight, as a layer, and may collect surfaceimage data for a flight path (route) from the shaped layer. The layershaping unit 4302 may analyze a change in image resolution according toa distance from the object through the collected surface image data, mayextract an altitude value of a flight route coordinate, and may set aflight altitude value at a way point of each route. Herein, the routemay include a line connected between way points located on the samelayer and may include a line connected between way points located ondifferent layers.

The route determining unit 4304 may determine a route along which theunmanned aerial vehicle will fly, based on a mission of the unmannedaerial vehicle or a purpose requested by an operation system and maytransmit the determined path information to the controller 4314. In thiscase, the route determining unit 4304 may determine a route forautonomous flight of the unmanned aerial vehicle among a plurality ofway points (intra-layer way points) which exist on a layer shaped by thelayer shaping unit 4302. If the unmanned aerial vehicle should performinter-layer movement, the route determining unit 4304 may generate layermovement information including a route connecting inter-layer way pointsto which the unmanned aerial vehicle will move. A description will begiven of a procedure of determining a route of inter-layer movement ofthe unmanned aerial vehicle at the route determining unit 4304 withreference to FIGS. 44 to 48.

The verification unit 4306 may correct a value measured by an altitudesensor using a measurement altitude value obtained through routeverification with respect to an altitude value included in the layergenerated by the layer shaping unit 4302 and may transmit the correctedvalue to the route path information generating unit 4308, thus using thevalue upon making a flight map later or upon establishing a route later.

The interface unit 4310 may communicate with a control system (notshown), an operation system (not shown), or the unmanned aerial vehicleover a wireless/wired network to communicate data information andcontrol information.

The memory 4312 may store the layers generated by the layer shaping unit4302 and the route information determined by the route determining unit4304 for autonomous flight of the unmanned aerial vehicle and may storeflight path information of the unmanned aerial vehicle, generated by theflight path information generating unit 4308. Also, the memory 4312 maystore unmanned aerial vehicle identifiers for identifying unmannedaerial vehicles, layer identifiers, and flight path information assignedto each unmanned aerial vehicle. In addition, the flight pathinformation generating unit 4308 may preset a layer changeable zonewhich is a zone for movement between layers at the unmanned aerialvehicle like a route generating unit 4160 of FIG. 41. The controller4314 may communicate a control signal and a data signal with the layershaping unit 4302, the route determining unit 4304, the verificationunit 4306, the flight path information generating unit 4308, theinterface unit 4310, and the memory 43123 via the bus interface 4316. Ifa flight path information request necessary for autonomous flight of theunmanned aerial vehicle is received and if there is no the requestedflight path information in the memory 4312, the controller 4314 maycontrol the layer shaping unit 4302, the route determining unit 4304,the verification unit 4306, and the flight path information generatingunit 4308 to generate flight path information.

In contrast, if there is the requested flight path information in thememory 4312, the controller 4314 may read out flight path informationpreviously stored in the memory 4312 and may transmit the flight pathinformation to the operation system, the control system, or the unmannedaerial vehicle via the interface unit 4310.

FIG. 44 is a drawing illustrating a process of performing autonomousflight between layers at an unmanned aerial vehicle according to anembodiment.

Referring to FIG. 44, it is assumed that there are N layers from layer 14400 to layer N 4406. Herein, reference numerals 4410 a, 4410 b, 4410 c,to 4410 n may indicate way points which exist on each layer and a flightpath of connecting the way points.

In a method for performing autonomous flight between layers at anunmanned aerial vehicle according to an embodiment, the unmanned aerialvehicle may fly between layers from layer 1 4400 to layer N 4406 throughlayer 2 4402 and layer 3 4404 (see reference numeral 4450). The unmannedaerial vehicle may move between layer 1 4400 and layer 2 4402 through amovement path 4460. The unmanned aerial vehicle may move between layer 24405 and layer 3 4404 through a layer movement path 4470.

In other words, the unmanned aerial vehicle may move between layersbased on layer movement information and may move to an arrival layerthrough a plurality of layers.

FIG. 45 is a drawing illustrating a layer changeable zone set such thatan unmanned aerial vehicle moves between layers according to anembodiment.

Referring to FIG. 45, a process where the unmanned aerial vehicle movesto layer 3 4530 through layer 2 4520 while flying along a route on layer1 4510 may be verified. For convenience of description, in FIG. 45,layer 1 4510 to depart to move to another layer while the unmannedaerial vehicle performs autonomous flight may be referred to as adeparture layer. Destination layer 3 4530 to the unmanned aerial vehiclewant to move may be referred to as an arrival layer. Layer 2 4520through which the unmanned aerial vehicle passes to arrive at layer 34530 may referred to as a stop layer. Layer 2 4520 which is the stoplayer may be a layer which exists between the departure layer and thearrival layer. There may be no layer 2 4520 if there is no layer throughthe unmanned aerial vehicle passes.

In FIG. 45, it may be verified that there is a layer changeable zone4550 for movement from layer 1 4510 to layer 3 4530 at the unmannedaerial vehicle. The layer changeable zone 4550 may be a zone preset toprevent the unmanned aerial vehicle from colliding with other unmannedaerial vehicles when the unmanned aerial vehicle moves between layersand may be defined as a zone which should be followed by all aerialvehicles which move between layers. In other words, the layer changeablezone 4550 may be a zone used for only flight of the unmanned aerialvehicle wants to use another layer. The layer changeable zone 4550 maybe determined at a route generating unit 4160 of FIG. 41 or a flightpath information generating unit 4308 of FIG. 43. Reference numerals4560 and 4570 may show that the unmanned aerial vehicle moves betweenlayers through rising flight or falling flight in the layer changeablezone 4550. Also, to prevent the unmanned aerial vehicle from collidingwith another aerial vehicle upon changing a layer, the layer changeablezone 4550 may be classified as a rising area where the unmanned aerialvehicle is permitted to perform only rising flight or a falling areawhere the unmanned aerial vehicle is permitted to perform only fallingflight.

In FIG. 45, the unmanned aerial vehicle may enter the layer changeablezone 4550 using at least one of a layer changeable time included inlayer movement information generated by a route establishment system,entry point information for moving to another layer, entry angleinformation, entry speed information, arrival layer identificationinformation, route information in an arrival layer, changeable zoneinformation, and another unmanned aerial vehicle information in achangeable zone. The unmanned aerial vehicle may perform flight formovement to another layer while preventing the unmanned aerial vehiclefrom colliding with another aerial vehicle.

Table 5 below may represent information included in layer movementinformation according to an embodiment.

TABLE 5 Field Description Layer changeable time Time information wherethe unmanned aerial vehicle may enter the layer changeable zone forlayer movement Entry point information Coordinate information of pointwhere the for moving to another unmanned aerial vehicle which isperforming layer autonomous flight should enter the layer changeablezone to move to another layer Entry angle Entry angle information wherethe unmanned information aerial vehicle enters the layer changeable zonewhile maintaining a lift force Entry speed Entry speed information wherethe unmanned information aerial vehicle enters the layer changeable zonewhile maintaining the lift force Departure layer, stop Identificationinformation of a departure layer, and arrival layer layer from which theunmanned aerial vehicle identification departs, a stop layer throughwhich the information unmanned aerial vehicle passes, and an arrivallayer to which the unmanned aerial vehicle moves Route information inRoute information necessary for autonomous arrival layer flight afterthe unmanned aerial vehicle arrives at the arrival layer Changeable zoneCoordinate value and area of the layer information changeable zone andlayer ID included in the layer changeable zone Another unmanned Thenumber of different unmanned aerial aerial vehicle vehicles which existin the changeable information in zone and ID information of thedifferent changeable zone unmanned aerial vehicles

FIG. 46 is a vertical sectional view illustrating a procedure where anunmanned aerial vehicle moves between layers according to an embodiment.

Reference numeral 4640 may represent a layer changeable zone where anunmanned aerial vehicle 4650 moves from layer 1 4600 to layer 3 4620through layer 2 4610. Referring to FIG. 46, reference 4630 may show thatthe unmanned aerial vehicle 4650 moves from layer 1 4600 to layer 3 4620based on layer changeable zone information included in layer movementinformation, a layer changeable time, entry point information for movingto another layer, entry angle information, and entry speed information,while flying along a route on layer 1 4600. Reference numeral 4660 mayindicate a route moving from layer 1 4600 to layer 2 4610. Referencenumeral 4670 may indicate a route moving from layer 2 4610 to layer 34620. Reference numeral 4680 may show that the unmanned aerial vehicle4650 which arrives at layer 3 4620 which is an arrival layer performsautonomous flight along a route on layer 3 4620.

FIG. 47 is a drawing illustrating a procedure where an unmanned aerialvehicle moves between layers according to another embodiment.

FIG. 47 shows that the unmanned aerial vehicle performs flight along aroute on layer 2 4710 which is a stop layer while moving between layersand moves to another layer. In other words, in FIG. 47, referencenumeral 4730 may show that the unmanned aerial vehicle departs fromlayer 1 4700, performs flight along a route on layer 2 4710 which is astop layer, and move to layer 3 4720. Reference numeral 4730 may showthat the unmanned aerial vehicle which flies along a route on layer 34730 passes through layer 2 4710 and returns to layer 1 4700 which is adeparture layer. FIG. 47 shows that a layer changeable zone isclassified as a zone 4740 where the unmanned aerial vehicle performsfalling flight as a zone 4750 where the unmanned aerial vehicle performsrising flight. In other words, reference numeral 4740 may be a zone setfor the purpose of layer movement through falling flight. Referencenumeral 4750 may be a zone set for the purpose of layer movement throughrising flight.

FIG. 48 is a drawing illustrating a procedure where an unmanned aerialvehicle moves between layers according to another embodiment.

Contrary to FIG. 47, FIG. 48 shows that a zone for rising flight and azone for falling flight for layer movement are not separately present.FIG. 48 shows that an unmanned aerial vehicle flies along a route 4830on layer 1 4800, performs falling flight 4840 for moving to layer 2 4810on the last way point, performs falling flight 4860 for moving to layer3 4820 on the last way point while flying along a route 4850 on layer 24810, and flies along a route 4870 on layer 3 4820. The flight in FIG.48 may be used in the unmanned aerial vehicle which flies for thepurpose of patrol and monitoring tasks.

As shown in FIGS. 47 and 48, a procedure of performing autonomous flightwhile the unmanned aerial vehicle moves between layers may be previouslydefined upon establishing a route and may progress based on a controlcommand from a control system and an operation system during flight ofthe unmanned aerial vehicle.

FIG. 49 is a signal sequence diagram illustrating a method of anunmanned aerial vehicle and a control system for layer movement of theunmanned aerial vehicle according to another embodiment.

In operation 4902, an unmanned aerial vehicle 4900 may provide a flightreport for autonomous flight to a control system 4950. In operation4904, the unmanned aerial vehicle 4900 may perform autonomous flight.

In operation 4906, the control system 4950 may control the unmannedaerial vehicle 4900, and the unmanned aerial vehicle 4900 may reportinformation obtained based on control of the control system 4950, mayperform operations such as a monitoring task, a delivery task, and arescue task, and may report its state information on a periodic period.

In operation 4908, the unmanned aerial vehicle 4900 may determinewhether it is necessary for changing a layer. If it is necessary forchanging the layer, in operation 4910, the unmanned aerial vehicle 4900may transmit a layer change request message to the control system 4950.

In operation 4912, the control system 4950 may determine whether toapprove a change of the layer for the unmanned aerial vehicle 4900. Inthis case, the control system 4950 may determine whether to approve alayer change request in consideration of a possibility that the unmannedaerial vehicle 4900 will collide with another unmanned aerial vehiclewhich exists in a layer changeable zone and fuselage information andmission information of the unmanned aerial vehicle 4900.

If the change of the layer is not approved in operation 4912, inoperation 4913, the control system 4950 may transmit a layer changeableimpossible message. In contrast, if the change of the layer is approvedin operation 4912, in operation 4914, the control system 4950 maygenerate layer movement information. In operation 4916, the controlsystem 4950 may transmit the layer movement information to the unmannedaerial vehicle 4900.

In operation 4918, the unmanned aerial vehicle 4900 which receives thelayer movement information may move to a layer changeable zone based onthe layer movement information and may perform movement flight to anarrival layer.

In operation 4920, the unmanned aerial vehicle 4900 which arrives at thearrival layer may determine whether it is necessary for routeinformation on the arrival layer to perform autonomous flight on thearrival layer. If it is necessary for the route information on thearrival layer in operation 4920, in operation 4922, the unmanned aerialvehicle 4900 may transmit a route request message to the control system4950.

In operation 4924, the control system 4950 which receives the routerequest message may transmit route information on the arrival layerwhere the unmanned aerial vehicle 4900 arrives to the unmanned aerialvehicle 4900. In operation 4926, the unmanned aerial vehicle 4900 mayperform autonomous flight on the arrival layer based on routeinformation received from the control system 4950.

In contrast, if it is unnecessary for the route information on thearrival layer in operation 4920, in operation 4926, the unmanned aerialvehicle 4900 may perform autonomous flight based on previously storedroute information.

Table 6 below represents information included in a layer change requestmessage transmitted to the control system 4950 at the unmanned aerialvehicle 4900.

TABLE 6 Field Description Unmanned aerial Information for identifyingthe unmanned aerial vehicle ID vehicle at the control system and uniqueinformation for each unmanned aerial vehicle Departure ID Identificationinformation of a layer where the unmanned aerial vehicle currently fliesArrival layer ID Identification information of a layer where theunmanned aerial vehicle wants to move Route information Informationindicating whether the unmanned on arrival layer aerial vehiclepossesses route information on the arrival layer

The above-mentioned embodiments are exemplified as the unmanned aerialvehicle performs layer movement on a changeable zone. However, if aroute on a departure layer is not overlapped with a route on an arrivallayer, the unmanned aerial vehicle may fail to move to the changeablezone and may perform a flight procedure for layer movement.

As such, according to an embodiment, an autonomous flight route of aninvisible area may be provided to overcome a limit of an operation in avisible range of a pilot to an area where it is difficult to keep analtitude value constant due to a ground object and the like.

Also, according to an embodiment, the system for establishing a route ofthe unmanned aerial vehicle may establish a safe autonomous flight routeof the unmanned aerial vehicle by extracting height information of anelevation and an obstacle using scanning data, analyzing a change inimage resolution of surface image data, correcting calibrationverification and a value measured by a radio altitude sensor of theunmanned aerial vehicle using extracted height information of a groundobject.

In addition, an embodiment is exemplified as the establishment of theautonomous flight route may be performed on a previously establishedlayer through ground scanning data. However, if a layer is set inadvance without ground scanning data and if a safe flight altitude isdetermined using resolution height information obtained by only testflight of a real unmanned aerial vehicle with respect to an autonomousflight route established on the set layer, it is possible to establishan autonomous flight route using the safe flight altitude.

Safety of a route may be verified by correcting a value measured by anultrasonic altitude sensor with respect to a ground object using aheight value of resolution of the ground object to verify a layer setusing a point cloud scanned for the conventional ground object and anextracted DTM and DSM. Therefore, a route with a new layer may be setthrough a simulation without additional scanning data for a new route.Also, the unmanned aerial vehicle may be prevented from colliding with amanned aerial vehicle by setting a maximum flight restriction altitudeof the unmanned aerial vehicle.

The foregoing devices may be realized by hardware elements, softwareelements and/or combinations thereof. For example, the devices andcomponents illustrated in the exemplary embodiments of the inventiveconcept may be implemented in one or more general-use computers orspecial-purpose computers, such as a processor, a controller, anarithmetic logic unit (ALU), a digital signal processor, amicrocomputer, a field programmable array (FPA), a programmable logicunit (PLU), a microprocessor or any device which may executeinstructions and respond. A processing unit may implement an operatingsystem (OS) or one or software applications running on the OS. Further,the processing unit may access, store, manipulate, process and generatedata in response to execution of software. It will be understood bythose skilled in the art that although a single processing unit may beillustrated for convenience of understanding, the processing unit mayinclude a plurality of processing elements and/or a plurality of typesof processing elements. For example, the processing unit may include aplurality of processors or one processor and one controller. Also, theprocessing unit may have a different processing configuration, such as aparallel processor.

Software may include computer programs, codes, instructions or one ormore combinations thereof and may configure a processing unit to operatein a desired manner or may independently or collectively control theprocessing unit. Software and/or data may be permanently or temporarilyembodied in any type of machine, components, physical equipment, virtualequipment, computer storage media or units or transmitted signal wavesso as to be interpreted by the processing unit or to provideinstructions or data to the processing unit. Software may be dispersedthroughout computer systems connected via networks and may be stored orexecuted in a dispersion manner. Software and data may be recorded inone or more computer-readable storage media.

The methods according to the above-described exemplary embodiments ofthe inventive concept may be implemented with program instructions whichmay be executed through various computer means and may be recorded incomputer-readable media. The media may also include, alone or incombination with the program instructions, data files, data structures,and the like. The program instructions recorded in the media may bedesigned and configured specially for the exemplary embodiments of theinventive concept or be known and available to those skilled in computersoftware. Computer-readable media include magnetic media such as harddisks, floppy disks, and magnetic tape; optical media such as compactdisc-read only memory (CD-ROM) disks and digital versatile discs (DVDs);magneto-optical media such as floptical disks; and hardware devices thatare specially configured to store and perform program instructions, suchas read-only memory (ROM), random access memory (RAM), flash memory, andthe like. Program instructions include both machine codes, such asproduced by a compiler, and higher level codes that may be executed bythe computer using an interpreter. The described hardware devices may beconfigured to act as one or more software modules to perform theoperations of the above-described exemplary embodiments of the inventiveconcept, or vice versa.

According to embodiments, an autonomous flight route of an invisiblearea may be provided to overcome a limit of an operation in a visiblerange of a pilot to an area where it is difficult to keep an altitudevalue constant due to a ground object and the like.

According to embodiments, a method and system for establishing the routeof the unmanned aerial vehicle to establish a safe autonomous flightroute of the unmanned aerial vehicle by extracting height information ofan elevation and an obstacle using scanning data, analyzing a change inimage resolution of surface image data, and correcting calibrationverification and a value measured by a radio altitude sensor of theunmanned aerial vehicle using extracted height information of a groundobject may be provided.

While a few exemplary embodiments have been shown and described withreference to the accompanying drawings, it will be apparent to thoseskilled in the art that various modifications and variations can be madefrom the foregoing descriptions. For example, adequate effects may beachieved even if the foregoing processes and methods are carried out indifferent order than described above, and/or the aforementionedelements, such as systems, structures, devices, or circuits, arecombined or coupled in different forms and modes than as described aboveor be substituted or switched with other components or equivalents.

Therefore, other implements, other embodiments, and equivalents toclaims are within the scope of the following claims.

What is claimed is:
 1. A method for generating a map for a flight of anunmanned aerial vehicle, the method comprising: identifying an objectfrom surface scanning data; shaping a space which facilitates autonomousflight of the unmanned aerial vehicle, as a layer; and establishing anautonomous navigation map for the autonomous flight on the space bymatching at least one of flight altitude restriction data, a detaileddigital map, and route information for avoiding a military protectionzone or a no-fly zone to the layer shaped on the space, wherein the stepof shaping the space further comprises the steps of: obtaining a pointcloud associated with the object from the surface scanning data;identifying the object by analyzing the point cloud; extracting heightvalues of specific points of the object; and shaping an area andaltitude, which facilitates autonomous flight of the unmanned aerialvehicle, as the layer on the space by connecting the extracted heightvalues of the specific points of the object.
 2. The method of claim 1,further comprising: shaping the autonomous navigation map as a space mapapplicable to the unmanned aerial vehicle by synchronizing theautonomous navigation map with the unmanned aerial vehicle in accordancewith safety standards preset based on information of a GPS or locationcoordinate correction device.
 3. The method of claim 2, the shaping thespace as the layer comprises: matching a GPS coordinate to theautonomous navigation map; processing an altitude value of an image fromthe autonomous navigation map; and correcting, based on the processedaltitude value, an altitude value measured by a sensor.
 4. The method ofclaim 1, wherein the surface scanning data is obtained by a surfacescanning device of an aircraft for capturing a surface of an earth, andwherein the extracting comprises extracting the height values usingterrain altitude data.
 5. The method of claim 4, wherein the obtainingcomprises obtaining the point cloud onto which a light detection andranging (LiDAR) pulse is projected via a LiDAR device of the aircraft.6. The method of claim 1, the shaping the space as the layer comprises:generating a plurality of two-dimensional (2D) layers on the space.
 7. Asystem for generating a map for a flight of an unmanned aerial vehicle,the system comprising: a layer shaping unit configured to identify anobject from surface scanning data and to shape a space which facilitatesautonomous flight of the unmanned aerial vehicle, as a layer; and anautonomous navigation map unit configured to establish an autonomousnavigation map for the autonomous flight on the space by matching atleast one of flight altitude restriction data, a detailed digital map,and route information for avoiding a military protection zone or ano-fly zone to the layer shaped on the space, wherein the layer shapingunit comprises: a collection unit configured to obtain a point cloudassociated with the object from the surface scanning data; anidentification unit configured to identify the object by analyzing thepoint cloud; an extraction unit configured to extract height values ofspecific points of the object; and a layer unit configured to shape anarea and altitude, which facilitates autonomous flight of the unmannedaerial vehicle, as the layer on the space by connecting the extractedheight values of the specific points of the object.
 8. The system ofclaim 7, further comprising: a space map unit configured to shape theautonomous navigation map as a space map applicable to the unmannedaerial vehicle by synchronizing the autonomous navigation map with theunmanned aerial vehicle in accordance with safety standards preset basedon information of a GPS or location coordinate correction device.
 9. Thesystem of claim 7, wherein the surface scanning data is obtained by asurface scanning device of an aircraft for capturing a surface of anearth, and wherein the extraction unit is configured to extract theheight values using terrain altitude data.
 10. The system of claim 9,wherein the collection unit obtains the point cloud onto which a lightdetection and ranging (LiDAR) pulse is projected via a LiDAR device ofthe aircraft.
 11. The method of claim 7, the layer shaping unitgenerates a plurality of two-dimensional (2D) layers on the space. 12.The method of claim 8, the shaping the space map unit matches a GPScoordinate to the autonomous navigation map, processes an altitude valueof an image from the autonomous navigation map, and corrects, based onthe processed altitude value, an altitude value measured by a sensor.13. The method of claim 1, the method further comprising: setting, basedon the layer, a layer which has a constant altitude value from a surfaceof an earth at which the unmanned aerial vehicle flies based on amission associated with the unmanned aerial vehicle; and setting a routeof the unmanned aerial vehicle on the set layer, wherein theestablishing comprises establishing an autonomous navigation mapincluding the set layer and the route, and wherein the route includes atleast two way points including a location of a ground object whichexists on the surface of the earth on the route.
 14. The method of claim13, the method further comprising: establishing an autonomous navigationmap for each mission based on identification information of the unmannedaerial vehicle.
 15. The method of claim 13, wherein at least one of theway points is a point at which the unmanned aerial vehicle performs amission assigned thereto.